System for Electrically Connecting Batteries to Electric Vehicles

ABSTRACT

The connection system is designed to facilitate electrical and data connections between the battery and the electric vehicle. The connectors are designed with alignment mechanisms to account for initial misalignment of the battery and vehicle while still ensuring positive contact between them. The alignment mechanisms also introduce compliance into the system to ensure that the mechanical components of the system are not placed under unwanted loads or stresses. The connection system houses data connectors carrying communication signals as well as power connectors carrying high voltage electricity. The data connectors are shielded to prevent interference caused by proximity to the high voltage elements. The connection system uses no mechanical latching or locking mechanisms.

RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 12/428,932, filed Apr. 23, 2009, entitled “Electric VehicleBattery System” which claims the benefit of: U.S. Provisional PatentApplication No. 61/098,724, filed Sep. 19, 2008; U.S. Provisional PatentApplication No. 61/149,690, filed Feb. 3, 2009; U.S. Provisional PatentApplication No. 61/206,913, filed Feb. 4, 2009; and U.S. ProvisionalPatent Application No. 61/166,239, filed Apr. 2, 2009. All of theseapplications are incorporated by reference herein in their entirety.

TECHNICAL FIELD

The disclosed embodiments relate generally to electric vehicles withremovable battery packs. In particular, the disclosed embodiments relateto connector mechanisms for establishing electrical and data connectionsbetween a removable battery pack and an electric vehicle.

BACKGROUND

The vehicle (e.g., cars, trucks, planes, boats, motorcycles, autonomousvehicles, robots, forklift trucks etc.) is an integral part of themodern economy. Unfortunately, fossil fuels, like oil which is typicallyused to power such vehicles, have numerous drawbacks including: adependence on limited foreign sources of fossil fuels; these foreignsources are often in volatile geographic locations; and such fuelsproduce pollution and climate change. One way to address these problemsis to increase the fuel economy of these vehicles. Recently,gasoline-electric hybrid vehicles have been introduced, which consumesubstantially less fuel than their traditional internal combustioncounterparts, i.e., they have better fuel economy. However,gasoline-electric hybrid vehicles do not eliminate the need for fossilfuels, as they still require an internal combustion engine in additionto the electric motor.

Another way to address this problem is to use renewable resource fuelssuch as bio-fuels. Bio-fuels, however, are currently expensive and yearsaway from widespread commercial use.

Yet another way to address these problems is to use clean technologies,such as electric motors powered by fuel cells or batteries. However,many of these clean technologies are not yet practical. For example,fuel cell vehicles are still under development and are expensive.Batteries are costly and may add as much as 40% to the cost of avehicle. Similarly, rechargeable battery technology has not advanced tothe point where mass-produced and cost effective batteries can powerelectric vehicles for long distances. Present battery technology doesnot provide an energy density comparable to gasoline. Therefore, even ona typical fully charged electric vehicle battery, the electric vehiclemay only be able to travel about 40 miles before needing to berecharged, i.e., for a given vehicle storage, the electric vehiclestravel range is limited. Furthermore, batteries can take many hours torecharge. For example, batteries may need to be recharged overnight. Asthe charging time of a typical electric vehicle battery can lastnumerous hours and recharging may not be an option on a long journey, aviable “quick refuel” system and method for battery powered electricvehicles would be highly desirable.

The existing art utilizes permanent batteries that can be re-charged.However, in some embodiments described herein removable batteries areutilized. In these embodiments forming an electrical connection wherethere is an initial misalignment between the battery and the vehicle canbe challenging. In the batteries described herein, both powerconnections and data connections are encompassed in the same electricalconnection system. The high voltage power connection createselectromagnetic interference with the data connection if the connectionsare in close proximity. The data connection and power connection can bemoved far apart from each other such that they do not interfere.However, moving these connectors away from each other requires creatingtwo separate connection assemblies, which adds cost and complexity tothe system.

Accordingly, it would be highly desirable to provide a system foraddressing the above described drawbacks.

SUMMARY

In order to overcome the above described drawbacks, a network of chargespots and battery exchange stations are deployed to provide the EV(electric vehicle) user with the ability to keep his or her vehiclecharged and available for use at all times. Some embodiments provide asystem and method to quickly exchange, a spent depleted (orsubstantially discharged) battery pack for a fully charged (orsubstantially fully charged) battery pack at a battery exchange station.The quick exchange is performed in a period of time significantly lessthan that required to recharge a battery. Thus, the long batteryrecharge time may no longer be relevant to a user of an electric vehiclewho is traveling beyond the range of the battery.

Furthermore, the cost of the electric vehicle can be substantiallyreduced because the battery of the electric vehicle can be separatedfrom the initial cost of the vehicle. For example, the battery can beowned by a party other than the user of the vehicle, such as a financialinstitution or a service provider. These concepts are explained in moredetail in U.S. patent application Ser. No. 12/234,591, filed Sep. 19,2008, entitled Electronic Vehicle Network, incorporated herein byreference. Thus, the batteries may be treated as components of theelectric recharge grid (ERG) infrastructure to be monetized over a longperiod of time, and not a part of the vehicle purchased by the consumer.

The following provides a detailed description of a system and method forswapping-out or replacing battery packs in electric vehicles. Someembodiments provide a description of the quick exchangeable batterypacks attached to the vehicle.

Some embodiments provide a battery bay configured to be disposed at anunderside of an at least partially electric vehicle. The battery bayincludes a frame that defines a cavity configured to at least partiallyreceive a battery pack therein. In some embodiments, the frame of thebattery bay forms part of the structure of the vehicle body and is not aseparate component. The battery bay also includes at least one latchmechanism rotatably pivoted about an axis substantially parallel with aplane formed by an underside of the vehicle (and/or the surface on whichthe vehicle is configured to travel, e.g., the road). The latchmechanism is configured to retain the battery pack at least partiallywithin the cavity. In some embodiments, an additional latch is rotatablypivoted about an additional axis substantially parallel to and distinctfrom the first axis. In some embodiments, the axis and the additionalaxis are substantially perpendicular to a length of the vehicle.

In some embodiments, a transmission assembly is mechanically coupled tothe latch and the additional latch, the transmission assembly isconfigured to simultaneously rotate the latch and the additional latchin rotational directions opposite to one another. In some embodiments,an electric motor is mechanically coupled to the frame for driving thetransmission assembly. In some embodiments, the transmission assembly isconfigured to be driven by a rotation mechanism external to the vehicle.

Some embodiments provide a method of removing a battery pack from anunderside of an at least partially electric vehicle. The method includesrotating a latch mechanism mechanically coupled to a vehicle so as todisengage contact between the latch and a battery pack disposed at anunderside of at least partially electric vehicle. The battery pack isthen translated away from the underside of the vehicle. In someembodiments, the method of removal involves, prior to the rotating,mechanically disengaging a first lock mechanism. In some embodiments,the method of removal involves, prior to the rotating, electronicallydisengaging a second lock mechanism. In some embodiments, the method ofremoval involves occurs in less than one minute.

Some embodiments provide another method of coupling a battery pack to anelectric vehicle. The method of coupling includes substantiallysimultaneously engaging a first latch located at a front end of theunderside of the electric vehicle with a first striker located at afront end of a battery pack and a second latch located at a back end ofthe underside of the electric vehicle with a second striker located at aback end of a battery pack. Then, the battery pack is substantiallysimultaneously locked into the electric vehicle by rotating the firstand second latches into their respective physical lock positions. Insome embodiments, the method of coupling further comprises substantiallysimultaneously vertically lifting the battery pack into the electricvehicle by rotating the first and second latches in opposite directions,which engages with and raises the battery pack.

Some embodiments provide a battery system that includes a battery bayfor receiving a battery pack. The battery bay is located at an undersideof the electric vehicle. The battery bay includes a first latchconfigured to mechanically couple a front end of the battery pack to afront end of the underside of the electric vehicle, and a second latchconfigured to mechanically couple a back end of the battery pack to aback end of the underside of the electric vehicle. The first latch andthe second latch mechanically couple the battery pack to the undersideof the electric vehicle by engaging, vertically lifting, and locking thefront and back ends of the battery pack to the electric vehiclesubstantially simultaneously.

Some embodiments provide a battery system that includes a battery packconfigured to be mechanically coupled to an underside of an electricvehicle, a first latch configured to mechanically couple a proximate endof the battery pack to a proximate end of the underside of the electricvehicle, and a second latch configured to mechanically couple a distalend of the battery pack to a distal end of the underside of the electricvehicle. The first latch and the second latch mechanically couple thebattery pack to the underside of the electric vehicle substantiallysimultaneously.

In some embodiments, the battery bay includes a latch that is attachedto the frame at a first side of the cavity. The battery bay alsoincludes at least one additional latch attached to the frame at a secondside of the cavity opposite the first side of the cavity. The additionallatch is rotatably pivoted about another axis substantially parallelwith the plane formed by the underside of the vehicle. The additionallatch is configured to retain the battery pack at least partially withinthe cavity.

In some embodiments, the battery bay's latch has a proximate end whichrotates about the axis and a distal end remote from the proximate endthat is configured to engage a bar shaped striker on the battery pack.In some embodiments, the distal end of the latch has a hook shape.

In some embodiments, the frame is formed integrally with a frame of thevehicle. In some embodiments, the frame is a separate unit configured toattach to the at least partially electric vehicle. In some embodiments,the frame is located between a front axle and a rear axle of thepartially electric vehicle. In some embodiments, the frame defines asubstantially rectangular shaped opening, having two long sides and twoshort sides. In some embodiments, the frame defines an opening havingfive, six, or more sides defining any shape configured to receive acorresponding battery pack. In some embodiments, the long sides extendalong axes substantially parallel (or near parallel) with an axisextending from the front to the back of the vehicle. In someembodiments, the frame defines a substantially cuboid shaped cavity forat least partially receiving the battery pack therein.

In some embodiments, the battery bay has one or more vibration dampersthat are disposed between the frame and the at least partially electricvehicle.

In some embodiments, the latch and the additional latch substantiallysimultaneously rotate in opposite directions about their respectiveaxes. In some embodiments, the battery pack is engaged and locked intothe at least partially electric vehicle when the latches substantiallysimultaneously rotate towards one another. In some embodiments, thebattery pack is disengaged and unlocked from the at least partiallyelectric vehicle when the latches substantially simultaneously rotateaway from one another.

In some embodiments, the latch and the additional latch are configuredto mechanically decouple the battery pack from the underside of the atleast partially electric vehicle substantially simultaneously.

In some embodiments, the latch (or latch mechanism) is part of a fourbar linkage mechanism. In some embodiments, the four bar linkagemechanism includes: a latch housing, a input link including a firstpivot point and a second pivot point, wherein the first pivot point ispivotably coupled to a proximate end of the latch housing; a latchincluding a third pivot point and a fourth pivot point; and a couplerlink rod including a first rod end and a second rod end. The fourthpivot point is pivotably coupled to a distal end of the latch housing.The first rod end is pivotably coupled to the second pivot point of theinput link. The second rod end is also pivotably coupled to the thirdpivot point of the latch.

In some embodiments, the coupler link rod includes an adjustment boltconfigured to adjust a length of the coupler link rod. In someembodiments, when the input link is in a first position, the latch isconfigured to mechanically decouple from a striker of the battery pack.In some embodiments, when the input link is in a second position, thelatch is in an engaged position configured to mechanically couple to astriker of the battery pack and the input link, the coupler link rod,and the hook are in a geometric lock configuration. In some embodiments,the latch is configured to raise the battery pack along an axissubstantially perpendicular to the plane formed by the underside of thevehicle.

In some embodiments, the battery bay further comprises a battery pack,which comprises: at least one rechargeable battery cell that storeselectrical energy, and a housing at least partially enclosing the atleast one rechargeable battery cell. The housing further comprises atleast one striker having a bar shape, that is configured to engage withthe latch.

In some embodiments, the housing of the battery pack has a heightsubstantially less than its length, wherein a portion of the housingincludes a heat exchange mechanism that has at least a portion thereofexposed to ambient air at the underside of the vehicle when the batterypack is attached to the vehicle. In some embodiments, the battery pack,when attached to the vehicle, at least partially protrudes below theplane of the underside of the electric vehicle. In some embodiments, aportion of the housing includes a heat exchange mechanism that has atleast a portion thereof exposed to ambient air at the underside of thevehicle, when the battery pack is attached to the vehicle. In someembodiments, the heat exchange mechanism is selected from at least oneof: a heat sink; a heat exchanger; a cold plate; and a combination ofthe aforementioned mechanisms. In some embodiments, the heat exchangemechanism is a cooling mechanism that includes a duct running throughthe housing. In some embodiments, the cooling duct includes a pluralityof fins. In some embodiments, the cooling duct includes a scooped inlet.In some embodiments, the scooped inlet contains a filter to preventdebris from entering the cooling duct.

In some embodiments, the battery bay further includes a battery pack.The battery pack includes a housing configured to substantially fill acavity in a battery bay of the vehicle. The housing includes: a firstside wall; a second side wall opposing the first side wall; at least onefirst striker disposed at the first side wall having a bar shape whereinthe central axis of the first striker is parallel to the first sidewall; at least one second striker disposed at the second side wallhaving a bar shape wherein the central axis of the second striker isparallel to the second side wall; and at least one battery cell thatstores electrical energy. The battery cell is at least partiallyenclosed within the housing. In some embodiments the bar shaped strikershave some anti-friction attachments such as roller bearings or lowfriction surface treatments.

In some embodiments, the frame of the battery bay further includes atleast one alignment socket configured to mate with at least onealignment pin on the battery pack.

In some embodiments, the frame of the battery bay further includes atleast one compression spring coupled to the battery bay, wherein the atleast one compression spring is configured to generate a force betweenthe battery bay and the battery pack when the battery pack is held atleast partially within the cavity.

In some embodiments, the transmission assembly further includes: aplurality of latches mechanically coupled to a first torque bar. Thefirst torque bar is configured to actuate the latches. Additionallatches are mechanically coupled to a second torque bar. The secondtorque bar is configured to actuate the additional latches. Furthermore,the first torque bar and the second torque bar are configured tosubstantially simultaneously rotate in opposite directions. In someembodiments, the first torque bar is located at a side of the batterybay nearest to a front end of the vehicle. The second torque bar islocated at a side of the battery bay nearest to a back end of thevehicle.

In some embodiments, the transmission assembly further includes a firstgear shaft coupled to a first torque bar via a first worm gear set, anda second gear shaft coupled to a second torque bar via a second wormgear set. The first gear shaft and the second gear shaft substantiallysimultaneously rotate in opposite directions causing the first torquebar and the second torque bar to substantially simultaneously rotate inopposite directions via the first worm gear set and second worm gearset. In some embodiments, the first gear shaft comprises two shaftsjoined by a universal joint. In some embodiments the design may includeleft and right worm gear set, a design which does not require the gearshafts to rotate in opposite directions.

In some embodiments, the transmission assembly further includes a mitergear set coupled to the first gear shaft and a second gear shaft. Themiter gear set is configured to synchronously rotate the first andsecond gear shafts in opposite directions.

In some embodiments, the transmission assembly further includes a drivemotor coupled to the miter gear set via a gear ratio set. The drivemotor is configured to rotate the first and second gear shafts inopposite directions via the gear ratio set and the miter gear set.

In some embodiments, the transmission assembly further includes a drivesocket located at an underside of the electric vehicle. The socket iscoupled to the central gear of the miter gear set. Rotation of thesocket actuates the miter gear set. In some embodiments, the drivesocket has a non-standard shape for receiving a socket wrench having ahead corresponding to the non-standard shape.

In some embodiments, the transmission assembly further includes a mitergear lock configured to prevent the miter gear set from rotating. Insome embodiments, the miter gear lock is configured to be released witha key. In some embodiments, the key physically unlocks the miter gearlock. In some embodiments, miter gear lock is spring loaded.

In some embodiments, the battery bay further includes one or more latchlocks, which when engaged, are configured to prevent the at least onelatch from rotating. In some embodiments, the latch lock furtherincludes a lock synchronization bar coupled to the one or more latchlocks and a lock actuator coupled to the lock synchronization bar. Thelock synchronization bar is configured to actuate the one or more latchlocks. The lock actuator is configured to actuate the locksynchronization bar. In some embodiments, the one or more latch locksare lock bolts. In some embodiments, the lock actuator is coupled to anelectric motor configured to actuate the lock synchronization bar viathe lock actuator. In some embodiments, the lock synchronization bar isconfigured to rotate the one or more latch locks in a first direction sothat the one or more latch locks become engaged, and wherein the locksynchronization bar is configured to rotate the one or more latch locksin a second direction so that the one or more latch locks becomedisengaged.

In some embodiments, the battery bay further comprises one or more latchlocks, which when engaged, are configured to prevent the at least onelatch from rotating. The one or more latch locks are configured todisengage only when the miter gear lock has been released.

In some embodiments, the battery bay further comprises a latch positionindicator configured to determine an engaged position and a disengagedposition of the latch.

In some embodiments the latches are synchronized electronically withoutthe presence of mechanical coupling. An individual latch unit,containing internal electric motor and transmission performs thelatching operation. A control unit is utilized to synchronize andcontrol the operation of all latches.

The engaging (coupling) and disengaging (uncoupling) of a removablebattery pack may happen many times over the lifecycle of the at leastpartially electric vehicle. In some embodiments, the battery pack andvehicle should withstand up to 3000 cycles of engaging and disengaging.In some embodiments, the components should withstand up to 5000 cycles.Once coupled or engaged, a high electrical voltage and current may betransmitted between the battery pack and the vehicle for the batterypack to power the electric vehicle. In some embodiments, the batterypack also contains circuitry to communicate data to the vehicle. Such“smart” batteries provide information to the vehicle's computer systemsregarding battery charge, battery health, remaining range, or otherpertinent information. In these embodiments, a data signal path is alsoformed between the battery pack and the vehicle in each engagement. Inorder for the power connection and the data connection to be formed, thepower and data contacts on the battery pack and the electrical and datacontacts on the vehicle must be properly aligned with one another. Forexample, the small data and power pins and sockets should be preciselyaligned to form appropriate electrical connections. Furthermore, thedata and power connectors must remain in contact with each other andwithstand rigorous factors caused by daily driving such as vertical andhorizontal shock and vibration, impact etc.

This connection system described herein provides for a quickconnect/disconnect system that compensates for misalignments that mayoccur between the battery-side connector and the vehicle-side connectorduring the removal and replacement of the battery. These embodimentsprovide structural flexibility for the coupling portions of the batteryand vehicle to be moved into proper alignment through alignmentmechanisms such as pin and socket alignment mechanisms. Theseembodiments also provide one or more misalignment relief mechanisms.Specifically, at least one connector in connection system includes acoupler designed to allow movement between a fixed mounting portiondirectly attached to the battery or vehicle respectively and a freecoupling portion containing the data and power interfaces of theconnector. In some embodiments, the allowed movement there between ishorizontal, or substantially parallel to the X-Z plane of the undersideof the vehicle. In some embodiments, the allowed movement is alsovertical. In some embodiments, the coupler includes a spring which inaddition to aiding in compensating for misalignments also providesvertical force to keep the electrical and data components connected toone another. Some of these embodiments also employ data and powersockets with conductive mesh sleeves capable of remaining in electricalcontact with their corresponding data and power pins despite thevibration and jarring of daily driving and are further capable ofwithstanding the 3000 or more engagement cycles.

In some embodiments, the data connection between the battery pack andthe vehicle are both located in the same electrical connection systemhaving precise alignment capabilities. In other words, a single batteryside connector component contains both data and power interfaces, and asingle vehicle side connector component also contains both data andpower interfaces. One advantage of providing a data connection and apower connection in the same electrical connection system is that oneelectrical connection system can be used to align both power and datainterfaces simultaneously. However, data communication conductors aresusceptible to electromagnetic interference caused by proximity to highvoltage or high current conductors. Sometimes electromagneticinterference can be overcome by maintaining a substantial distancebetween any high voltage or high current conductor and any data orsignal conductors. However, given the desire to minimize the number ofconnection points requiring precise alignment between the vehicle andthe battery, in some embodiments, it is beneficial to include both powerand data interfaces on the same connector system components. In theseembodiments, it is impractical to maintain adequate distances betweenthe data and the power conductors to overcome electromagneticinterference. Instead, a shielding mechanism is provided in order toallow the use of a single connector for both data and power whilepreventing undesirable electromagnetic effects caused by the dataconductor's proximity to power conductors. In embodiments of anelectrical connection system that have both electrical connectors anddata connectors on the same connector components, the electricalconnection system also has shielding mechanisms that shield datainterfaces from electromagnetic interference caused by high voltageelectrical interfaces located near one another in the connection system.In some embodiments, the data connectors and the electrical connectorsare within one inch of each other. In other embodiments the electricaland data connections are located on separate connection systems eachhaving separate alignment mechanisms like those of the electricalconnection system described below.

Another noteworthy element of the embodiments described herein is thelack of any latching mechanisms on the electrical connection systemitself. These embodiments do not require additional clamping or latchingmechanisms to ensure positive contact between the power and datainterfaces. Instead, the components of the electrical connection systemembodiments are held in contact with one another through the latchmechanisms in the battery bay. Because the alignment mechanisms employedin the connection system embodiments compensate for initialmisalignments between the battery pack and the vehicle, battery packscan be quickly removed and inserted into the vehicle's battery baywithout additional concern for latching or aligning a complicatedelectrical connector. Additionally, the latching mechanism secures thebattery with adequate force to maintain the connection between thevehicle-side and battery-side connectors. By reducing the steps andcomplexity of the battery swapping process, electric vehicles are moreconvenient for everyday use.

Some embodiments provide an electrical connection system for a batteryof an at least partially electric vehicle. The electrical connectionsystem utilizes a shielding mechanism with the vehicle-side connectorand the battery-side connector as follows. The vehicle-side connector isconfigured to permanently attach to an underside of an at leastpartially electric vehicle. The battery-side connector is configured topermanently attach to a battery pack. The battery-side connector isconfigured to mate to the vehicle-side connector. The battery-sideconnector and the vehicle-side connector also are configured toremovably couple to each other, along an axis substantiallyperpendicular to the underside of the at least partially electricvehicle. Each electrical connector includes a high voltage interface fortransmitting high voltage electricity between the electrical connectorsa data interface for transmitting data between the electricalconnectors. The electrical connection system also includes a shieldingmechanism to counteract electromagnetic effects caused by the highvoltage connection elements. In some embodiments, the shieldingmechanisms separate the data interface from the high voltage interfaceto counteract electromagnetic effects caused by the high voltageconnection elements. In some embodiments, the shielding mechanismcomprises a housing that substantially covers the data interface. Insome embodiments, the housing is L-shaped.

In some embodiments, the electrical connection system further comprisesa sealing mechanism positioned between the first and second electricalconnectors for preventing environmental contamination when the first andsecond electrical connectors are coupled.

In some embodiments, the high voltage interface includes conductivepins; and sockets for receiving the conductive pins. Furthermore, thesockets are made of a conductive mesh sleeve for forming an electricalconnection with the conductive pins. Similarly, in some embodiments, thedata interface also has pins and sockets where the sockets are made of aconductive mesh sleeve. In other embodiments the data interfacecomprises a fiber optic interface.

In some embodiments, the high voltage electricity is between about 100and 1000 VDC. In other embodiments, the high voltage electricity isbetween about 200 and 800 VDC. In yet other embodiments, the highvoltage electricity is between about 350 and 450 VDC.

Some embodiments provide an electrical connection system for a batteryof an at least partially electric vehicle. The electrical connectionsystem utilizes a coupling mechanism for compensating for misalignmentbetween the vehicle-side connector and the battery-side connector asfollows. The electrical connection system includes a first electricalconnector, a second electrical connector, and a coupler for compensatingfor misalignment between the first and second electrical connectors. Thefirst electrical connector is configured to mount to an underside of anat least partially electric vehicle. It includes a first couplingportion for mating with a second coupling portion of a second electricalconnector. The second electrical connector is configured to mount to abattery and comprises a second coupling portion for mating with thefirst coupling portion of the first electrical connector. Located therebetween is coupler for compensating for misalignment between the firstand second electrical connectors. The first and second coupling portionsinclude a high voltage interface for transmitting high voltageelectricity and a data interface for transmitting data between the firstand second coupling portions. In some embodiments, the coupling portionis on the vehicle side connector. In other embodiments the couplingportion is on the battery side connector.

In some embodiments, the connection system for a battery of an at leastpartially electric vehicle includes one or more coupling portions forcompensating for misalignment between the vehicle-side connector and thebattery-side connector as follows. A first electrical connector isconfigured to mount to an underside of an at least partially electricvehicle. The first electrical connector includes a first couplingportion for mating with a second coupling portion of a second electricalconnector, a first mounting portion for attaching the first electricalconnector to the at least partially electric vehicle, and a firstcoupler for attaching the first coupling portion to the first mountingportion. The first coupler allows relative motion between the firstcoupling portion and the first mounting portion. A second electricalconnector is configured to mount to a battery. The second electricalconnector includes a second coupling portion for mating with the firstcoupling portion of the first electrical connector. The first couplercompensates for misalignment between the first and second electricalconnectors. The first and second coupling portions include a highvoltage interface for transmitting high voltage electricity and a datainterface for transmitting data between the first and second couplingportions. In some embodiments, the second electrical connector alsoincludes a second mounting portion for attaching the second electricalconnector to the battery and a second coupler for attaching the secondcoupling portion to the second mounting portion. The second couplerallows for relative motion between the second coupling portion and thesecond mounting portion. The second coupler also compensates formisalignment between the first and second electrical connectors.

In some embodiments, the first coupler is configured to allow the firstcoupling portion to move in vertical and horizontal planes with respectto the first mounting portion. In some embodiments, the first coupler ismade of a hole in the first coupling portion and a bolt rigidly attachedto the first mounting portion and extending through the hole in thefirst coupling portion, where the bolt has a smaller diameter than thehole. In some embodiments, the first coupler further includes a coilspring positioned between the first coupling portion and the firstmounting portion. In some embodiments, the bolt extends through thecenter of the coil spring.

In some embodiments, the first coupling portion of the electricalconnection system of claim includes a pin and a socket. The pin andsocket are configured to ensure lateral alignment between the first andsecond coupling portions. In some embodiments, the inside surface of thesocket is a channel having an oval cross section. The channel has aninside surface larger than the pin to allow for space between a portionof the inside surface of the channel and a portion of the outsidesurface of the pin.

The above described embodiments address one or more previously mentioneddrawbacks. For example, misalignment between the electrical interfacecomponents of a battery and its corresponding bay in an electric vehicleare compensated for by the alignment and misalignment compensationmechanisms described. Furthermore, electromagnetic interference causedby high voltage power connections is overcome or alleviated by variousshielding mechanisms. In some embodiments, both misalignment andelectromagnetic interference are addressed using a combination of theabove described features making a robust battery exchanging systemcapable of withstanding may exchange cycles.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an electric vehicle network.

FIGS. 2A-2B are views of the electric vehicle of FIG. 1. FIG. 2A is abottom view of the electric vehicle and FIG. 2B is a side view of theelectric vehicle.

FIGS. 3A and 3B are underside perspective views of the electric vehicleand battery pack of FIG. 1.

FIGS. 1-3.

FIG. 4 is a perspective view of one embodiment of the battery pack ofFIG. 5 is a perspective view of one embodiment of the battery pack ofFIGS. 1-3 showing various chemical modules or cells.

FIG. 6 is a perspective view of one embodiment of a battery pack with afirst cooling system.

FIG. 7 is a bottom perspective view of another embodiment of a batterypack with a second cooling system.

FIG. 8 is a perspective view of another embodiment of a battery pack.

FIG. 9 is a perspective view of an electrical connection system.

FIG. 10 is a perspective view of an embodiment of a battery packconnected to a battery bay and the battery bay's transmission assembly.

FIG. 11 is a perspective view of another embodiment of a battery bay.

FIG. 12 is a close-up oblique view of an embodiment of the worm gear setof FIG. 11.

FIG. 13 is a close-up perspective view of an embodiment of a first gearset mechanism of FIG. 11.

FIG. 14 is a close-up perspective view of the underside of the batteryand bay including a close-up view of an embodiment of a drive socket.

FIG. 15 is a perspective view of one embodiment of a gear lock.

FIG. 16 is a perspective view of another embodiment of a gear lock.

FIG. 17 is a close-up perspective view of a key inserted into a key holeand releasing the gear lock of FIG. 16.

FIG. 18 is a close-up perspective view of an embodiment a battery baywith several alignment sockets configured to mate with alignment pins onthe battery pack.

FIGS. 19A-19C are side views of a latch mechanism at various positions.

FIG. 20 is a close-up perspective view of the latch lock mechanism ofthe battery bay.

FIG. 21 is a flow diagram of a process for releasing a battery pack froma battery bay.

FIG. 22 is a flow diagram of a process for engaging a battery pack to abattery bay.

FIGS. 23A and 23B are perspective and close-up perspective viewsrespectively of another embodiment of a transmission assembly of abattery bay.

FIG. 24A is a top perspective view of an electrical connection system.

FIG. 24B is a bottom perspective view of the vehicle-side connector of24A.

FIG. 25 is a side view of the electrical connection system of FIG. 24A.

FIG. 26 is a cross-sectional side view of the vehicle-side connectorportion of the electrical connection system as viewed along line 26-26of FIG. 25.

FIG. 27 is a cross-sectional side view of the battery-side connectorportion of the electrical connection system as viewed along line 26-26of FIG. 25.

FIG. 28 is a perspective view of a conductive mesh sleeve used in thefemale side of some embodiments of the data and power connectors shownin FIG. 24A.

FIG. 29 is a partially exploded perspective view of a portion of thevehicle-side connector shown in FIG. 24B.

FIG. 30 is a perspective view of an example of a shielding mechanismused in the vehicle-side connector of FIG. 29

FIG. 31 includes planar views of all sides of the shielding mechanism ofFIG. 29.

Like reference numerals refer to corresponding parts throughout thedrawings.

DESCRIPTION OF EMBODIMENTS

FIG. 1 illustrates an electric vehicle network 100, according to someembodiments. The electric vehicle network 100 includes a vehicle 102 anda battery pack 104 configured to be removably mounted to the vehicle102. In some embodiments, the battery pack 104 includes any devicecapable of storing electric energy such as batteries (e.g., lithium ionbatteries, lead-acid batteries, nickel-metal hydride batteries, etc.),capacitors, reaction cells (e.g., Zn-air cell), etc. In someembodiments, the battery pack 104 comprises a plurality of individualbatteries or battery cells/chemical modules. In some embodiments, thebattery pack 104 also comprises cooling mechanisms, as well asmechanical and electrical connectors for connecting to the vehicle 102or to the various elements of the battery exchange station 134. Thesemechanical and electrical connectors will be described in further detailbelow.

In some embodiments, the vehicle 102 includes an electric motor 103 thatdrives one or more wheels of the vehicle. In these embodiments, theelectric motor 103 receives energy from the battery pack 104 (shownseparate from the vehicle for the ease of explanation). The battery pack104 of the vehicle 102 may be charged at a home 130 of a user 110 or atone or more charge stations 132. For example, a charge station 132 maybe located in a shopping center parking lot. Furthermore, in someembodiments, the battery pack 104 of the vehicle 102 can be exchangedfor a charged battery pack at one or more battery exchange stations 134.Thus, if a user is traveling a distance beyond the range of a singlecharge of the battery of the vehicle, the spent (or partially spent)battery can be exchanged for a charged battery so that the user cancontinue with his/her travels without waiting for the battery to berecharged. The battery exchange stations 134 are service stations wherea user can exchange spent (or partially spent) battery packs 104 of thevehicle 102 for charged battery packs 104. The charge stations 132provide energy to charge the battery pack 104 while it is coupled to thevehicle 102. These components of the network 100 are connected torelated power and data networks, as explained in more detail in U.S.patent application Ser. No. 12/234,591, filed Sep. 19, 2008, entitledElectronic Vehicle Network, the disclosure of which is incorporatedherein by reference.

FIGS. 2A-2B are side and bottom views of an at least partially electricvehicle 102. The vehicle 102 includes a removable battery pack 104(sometimes herein referred to just as a battery) attached to the vehicle102 at its underside. In some embodiments, the battery pack 104 issubstantially flat and runs along at least a portion of the length ofthe vehicle 102; i.e., along the longitudinal X-axis of the vehicle. Insome embodiments, the battery 104 may protrude below the plane 204 ofthe underside of the vehicle 102, i.e., protruding in the negativeY-axis direction. Protruding from the underside of the vehicle ishelpful for air cooling the battery pack 104, as the protruding batterypack is exposed to ambient air flow. In embodiments with air scoops,discussed below in relation to FIG. 6, at least the air scoop intakewill be exposed to ambient air at the underside of the vehicle 102 toreceive air flow when the vehicle 102 is moving forward. In someembodiments where the battery pack is retrofitted to a vehicle, i.e.,after-market, the battery pack may protrude from the bottom of thevehicle.

When the battery 104, or portions thereof, protrude from below the planeof the underside 204 of the vehicle 102, it may, however, be unsightly.Therefore, in some embodiments, cosmetic fairings 202 are attached tothe vehicle to hide the battery pack 104. In some embodiments, thecosmetic fairings 202 also produce a smooth outline and reduce drag.These cosmetic fairings 202 may be mounted on any or all of the front,sides, and rear of the vehicle.

FIGS. 3A and 3B are underside perspective views of the electric vehicle102 and battery pack 104 of FIG. 1. FIG. 3A shows the battery pack 104mounted in a battery bay 108. FIG. 3B shows the battery pack 104 removedfrom the battery bay 108. The battery bay 108 includes a frame 118 thatdefines the outline of a cavity 302 disposed at the underside of thevehicle 102. The cavity 302 is configured to at least partially receivethe battery pack 104 therein. In some embodiments, the bay frame 118 hasa substantially rectangular shape, for at least partially receiving asubstantially cuboid or rectangular parallelepiped battery pack 104therein. In some embodiments, the frame 118 has two long sides along atleast part of the length of the vehicle 102 (parallel to the X-axis) andtwo shorter sides along at least part of the width of the vehicle(parallel to the Z-axis) as shown. In some embodiments, the long sidesof the frame 118 extend along axes substantially parallel with an axisextending from the front to the back of the vehicle 102 (parallel to theX-axis). In some embodiments, the battery bay 108 is located under thevehicle floor boards, between the rear and front axles of the vehicle102.

In some embodiments, the cavity 302 into which the battery bay 108 isinserted uses existing volumes which are normally occupied by the fueltank and muffler in a traditional gasoline or hybrid vehicle. In such amanner, the storage and/or passenger volume is not substantiallyimpacted by the addition of the battery pack 104. In some embodiments,the vehicle body floor structure is shaped as a basin to accommodate thebattery pack. The location of the battery bay 108 at or near the bottomof the vehicle lowers the vehicle's center of mass or gravity, when thebattery pack 104 is coupled to the vehicle, which improves thecornering, road-holding, and performance of the vehicle. In someembodiments, the battery bay 108 is located within zones of the vehiclethat are designed to not buckle during front or rear collisions toprotect the battery pack 104.

In some embodiments, the battery bay 108 is a self-contained unit. Insome embodiments, the battery bay structural connections to the vehicleframe (or unibody) are made through flexible vibration dampers (notshown). This allows the battery bay 108 to not interfere with thenatural bending and torsion deflection of the vehicle frame. In someembodiments, the connections to the vehicle frame are made usingremovable fasteners such as bolts. In other embodiments the battery bay104 is substantially permanently mounted to the vehicle by welding orother means.

The battery bay 108 is designed to withstand the load factors requiredby an original equipment manufacturer, national safety standards, orinternational safety standards. In some embodiments, the battery bay 108is designed to withstand the following load factors:

-   -   Normal Operating Conditions: +/−1.5 G F_(x) and F_(z), and +/−4        G F_(y), which may be substantially continuously oscillating at        1-100 Hz, where F_(x), F_(y), and F_(z) are the forces in the X,        Y, and Z directions respectively. In some embodiments, at this        condition substantially no plastic deformation of the battery        bay 108 will occur.    -   Exceptional Operating Conditions: +/−12 G F_(x) and F_(z), and        +/−8 G F_(y), which are not substantially continuously        oscillating. In some embodiments, at these conditions        substantially no plastic deformation of the battery bay 108 will        occur.    -   Crash Conditions: +/−30 G in F_(x) and F_(z), and +/−20 G F_(y).

In some embodiments, during Normal and Exceptional Operating Conditions,the battery pack 104 does not substantially rock, rattle, or otherwisemove.

In some embodiments, the mechanical connection between the battery bay108 and the vehicle frame is provided during the assembly of the vehicle102. In other words, the battery bay 108 is a separate unit configuredto attach to the at least partially electric vehicle 102. In someembodiments, the separate unit style battery bay 108 is retrofitted to ahybrid or internal combustion engine vehicle either before or aftermarket. In other embodiments, the design of the battery bay 108 isformed integrally with a frame of the vehicle 102.

FIG. 4 is a perspective view of an embodiment of the battery pack 104.In some embodiments, the battery pack 104 has a height (h or H)substantially less than its length (L). In some embodiments, the battery104 has a first portion 401 being substantially long and flat and asecond portion 402 being shorter and thicker than the first portion,i.e., the first portion 401 has a height (h) significantly less than theheight (H) of the second portion 402. In some embodiments, the secondportion 402 has a greater height (H) as it is configured to fit under orbehind the rear passenger seats or in a portion of the trunk, and assuch does not significantly impact the passenger space inside theelectric vehicle. In some embodiments, the volume of the battery pack104 is 200 to 300 liters. In some embodiments, the weight of the batterypack 104 is 200-300 kg.

In some embodiments, the battery pack 104 is an at least partiallysealed enclosure which is built to substantially enclose and absorb anexplosion of battery cells/chemical modules (502, FIG. 5) within thebattery pack. The sealed enclosure of the battery pack 104 is made ofmaterials that are able to substantially withstand damage caused bydust, dirt, mud, water, ice, and the impact of small rigid objects.Suitable materials include some plastics, carbon fibers, metals, orpolymers, etc. In some embodiments, an external cover on the batterypack 104 protects and insulates the internal components of the batteryfrom harsh environmental conditions and penetration of moisture or fuelvapors.

In some embodiments, a battery management system (BMS) 406 in thebattery pack 104 manages the charging and the discharging cycles of thebattery pack. The BMS 406 communicates with the vehicle onboard computerto report on the battery's state of charge and to alert of any hazardousoperating conditions. In some embodiments, during charging, the BMS 406communicates with the battery charge station 132. In some embodiments,the BMS 406 can communicate with the vehicle onboard computer via a9-pin connector. The number of pins in the connector varies depending onthe connector design. In some embodiments, the BMS 406 is able to armand disarm the electric power connector between the battery pack 104 andthe vehicle 102 by cutting the current to the connector using aswitching device located in the battery pack 104. In some embodiments,the BMS 406 handles substantially all aspects of battery safety issuesduring charging, operation and storage.

FIG. 5 is a perspective view of the battery pack 104 with the batterypack chemical modules 502 that receive, store, and discharge electricenergy. The modules 502 are housed within a battery pack housing 504.These chemical modules 502 are sometimes referred to herein asrechargeable battery cells 502. In some embodiments, a plurality ofchemical modules 502 are disposed within the battery pack 104. In otherembodiments, at least one chemical module 502 is used. In mostembodiments, each chemical module 502 is rechargeable but there may beinstances where a one time use emergency battery could be used. Thechemical modules 502 are re-charged as a group at either a chargestation 132 or at a charging portion of a battery exchange station 134,based on parameters set and controlled by the BMS.

FIG. 6 is a perspective view of an embodiment wherein the battery pack104 includes a cooling system which dissipates heat from the batterypack 104. In some embodiments, a portion of the battery pack's housing504 includes a heat exchange mechanism with at least a portion thereofexposed to ambient air at the underside of the vehicle 102 when thebattery pack 104 is attached to the vehicle. In some embodiments, theheat is conducted from the modules 502 to a heat exchanger or heat sinkat the bottom section of the battery pack. In some embodiments, thecooling system includes-openings 404 in the external cover, whichfluidly communicate with one or more cooling ducts 602 that direct ramair flow past the battery to further dissipate heat generated by thebattery. In some embodiments, the cooling ducts 602 run the entirelength of the battery pack 104 while in other embodiments the ducts takeany appropriate path to best cool the modules 502. In some embodiments,the cooling ducts 602 direct air through heat exchangers which dissipateheat from the battery pack modules. In some embodiments, the coolingducts 602 also include cooling fins 604 therein. In some embodiments,air cooling is accomplished by electric fans. In some embodiments, theinlet 404 comprises a scoop 606 for directing ram air through the ducts602 while the vehicle is in motion. In some embodiments, the scoop 606contains a mesh cover 608 for preventing debris from entering thecooling ducts 602.

FIG. 7 is a perspective view of the battery pack 104 and battery bayframe as viewed from the underside of the battery pack. In someembodiments, the battery pack 104 includes another cooling system madeup of dimples or cavities 702. The dimples/cavities 702 are located inthe bottom surface of the battery pack 104, which runs along the bottomof the vehicle, to be exposed to air passing over them when the vehicle102 is in motion. Even when the vehicle is stopped, heat generated bythe battery is dissipated due to its large surface area and shadedlocation on the underside of the vehicle. The dimples/cavities 702increase the overall surface area of the bottom of the battery pack,which further helps to cool the modules 502. In some embodiments, theincreased surface area is sufficient for cooling, and ducts and/or heatexchangers are not necessary. In some embodiments, this increasedsurface area is used in conjunction with one or more of the previouslydescribed cooling mechanisms (such as the cooling ducts with finsdescribed in FIG. 6, or the heat sink and heat exchanger also describedabove.)

In some embodiments, battery pack cooling systems, such as thosedescribed above in relation to FIGS. 6 and 7, are capable of dissipatinga majority of the heat generated during full power operation and/orduring the charging process. In some embodiments, the cooling systemsare capable of dissipating 3 KW of heat. The exact amount of heatemitted from the battery varies from one design to another. In someembodiments, the heat from the cooling systems described above issubstantially emitted to the environment rather than to other parts ofthe vehicle 102.

FIG. 7 also shows an embodiment with a plurality of pilot holes 704 onthe underside of the battery pack 104. These pilot holes 704 mate withlocating pins on an exchange device platform discussed in applicationNo. 61/166,239 (filed Apr. 2, 2009, entitled Battery Exchange Stationand incorporated herein) to help properly align the exchange deviceplatform with the battery pack 104. In some embodiments, one pilot holeis present. In other embodiments, two or more pilot holes are present.The embodiment of FIG. 7 shows pilot holes on either side of everystriker on the battery. In some embodiments, the pilot holes 704 existin the frame of the battery bay rather than the battery, and functionsubstantially the same, i.e., to facilitate proper alignment of theexchange platform during a battery exchange operation.

FIG. 8 is a perspective view of another embodiment a battery pack 806.The battery pack 806 has a first portion 401 being substantially longand flat; a second portion 402 being shorter and thicker than the firstportion; and a third portion 403 of the battery pack 104 being long andthin and running substantially the length of the first portion 401 witha height larger than the first portion 401 but smaller than or equal tothe height of the second portion 402. The third portion 403 of thebattery 104 protrudes in the Y-direction from the first portion 401along a central axis in the X-direction formed between the driver andpassenger seats, as shown. Still other embodiments (not shown) have asubstantially cuboid shape, without two differently shaped portions.Other embodiments may have more complex shapes. For example, someembodiments are taller than they are wide. Embodiments of this generalshape are sometimes located behind a passenger space, rather thanunderneath it.

In some embodiments, the battery pack 104 includes one or more pins 802to align the battery 104 with the battery bay 108 of the vehicle 102.The pins 802 may also be used to prevent the battery pack from beinginserted in the battery bay 108 in the wrong direction. For example, thepins at the battery and corresponding openings in the battery bay may bekeyed to one another.

In some embodiments, the battery pack housing 504 further comprises barshaped strikers 1924, which are firmly attached to the battery packhousing and configured to carry the entire weight of the battery pack104, i.e., the battery pack can be suspended from the strikers 1924 whenthey are engaged with latches 1920 (FIG. 19A) on the battery bay 108.All versions of the battery pack 104 also contain an electricalconnector 804 (discussed below in relation to FIG. 9), for quickly andsafely connecting and disconnecting the battery pack 104 to and from thevehicle 102. In some embodiments the electrical connector 804 is locatedon the third portion 403 of the battery 104, but in other embodiments,it may be located anywhere on the pack.

FIG. 9 is a detailed perspective view of the electrical connectionsystem 900. This figure shows both the battery electrical connector 804as well as the corresponding battery bay electrical connector 902 whichmate together to form the electrical connection system 900. The batteryelectrical connector 804 is attached to the battery pack 104 by means ofa base unit 916. Similar attachment mechanisms are used to attach thebattery bay electrical connector 902 to the frame 118 of the battery bay108 or to the electric vehicle 102 directly. In some embodiments, theelectrical interface between the battery bay 108 and the battery pack104 (i.e. the connection between the bay electrical connector 902 andthe battery pack electrical connector 804) allows for quickconnect/disconnection between the pack and the bay or vehicle.

Both connectors also include electric shields 904 to shield theelectro-magnetic forces of the connections from interfering with thechemical modules/battery cells 502. The electric shield may be grounded.In some embodiments, the electric shield 904 also comprises an O-ring913 to prevent moisture and debris from fouling the electricalconnectors and causing electrical shorts and/or fires. The alignmentbetween the bay electrical connector 902 and the battery pack electricalconnector 804 is facilitated by one or more tapered alignment pins 912and corresponding alignment receptacles or sockets 914. In someembodiments, the alignment pins 912 are on the battery pack electricalconnector 804 while the alignment sockets/receptacles 914 are on the bayelectrical connector 902. In other embodiments, the arrangement istransposed. In some embodiments, the pins 912 are keyed to one anotherto prevent inappropriate mating of the electrical connectors.

In some embodiments, the electric connections between the battery bay108 and the battery pack 104 have two separate groups of connectors. Thefirst group of connectors is for power (approximately 400 VDC, 200 Amp)to and from the battery pack 104. The second group of connectors 910 isfor data communications (5-12V, low current.) In some embodiments, theconnector has 9 pins. In other embodiments the connector will have moreor fewer pins than 9.

In some embodiments, the first group of connectors includes a first pairof connectors 906 for power to the battery pack 104 from a chargingmechanism. In some embodiments, the charging mechanism is a stand alonecharging station 132 that connects to the vehicle 102 and charges thebattery pack 104 while it is still coupled to the vehicle (as shown inFIG. 1). In some embodiments, the charging mechanism is incorporatedinto a portion of the battery exchange station (134, FIG. 1), where thedepleted/discharged battery pack 104 that has been removed from avehicle 102 is charged again before being inserted into a vehicle. Insome embodiments, the first group of connectors also includes a secondpair of connectors 908 to provide power from the battery pack 104 to theelectric motor 103.

In some embodiments, the battery electrical connector 804 as well as thecorresponding battery bay electrical connector 902 mate together as aresult of the translation of the battery pack 104 into the battery bay108. Both the battery electrical connector 804 as well as thecorresponding battery bay electrical connector 902 have some flotation,i.e., they can travel a few millimeters to the left and right. The maleconnector (battery bay electrical connector 902 in this embodiment) hasalignment pins 912 which penetrate into sockets 914 in the femaleconnector (the battery electrical connector 804 in this embodiment). Theconnection between the pins 912 and the sockets 914 and this aligns thetwo parts of the electrical connection system 900 during the translationof the battery pack 104 to its final position in the battery bay 108.The flotation of the two parts of the electrical connection system 900allows some misalignments (due to production and assembly tolerances) ofthe two connector parts.

In some embodiments, the electrical connectors 906, 908, and 910 in theelectrical connection system 900 align and connect themselvesautomatically only after the mechanical connections (i.e., the lockingof the battery pack 104 into the battery bay 108 by means of the latchmechanisms 1016, 1018 in the transmission assembly 1000, described inFIGS. 10 and 19) have been established.

FIG. 10 is a perspective top side view of one embodiment of the batterypack 104 connected to the battery bay 108. In this embodiment thebattery pack 104 and battery bay 108 are substantiallycuboid/rectangular parallelepiped in shape. This embodiment includes abattery electrical connector 1022 being on one side of the first portion401.

In some embodiments, the battery bay 108 includes a battery baytransmission assembly 1000. The transmission assembly 1000 is a groupingof gears, rotating shafts, and associated parts that transmit power froma drive motor 1310 or alternatively from an external/manual rotationsource (such as the wrench received within a drive socket 1308 shown inFIG. 13). The latch mechanisms 1016, 1018 as will be explained in detailbelow with regard to FIG. 19.

In some embodiments, the transmission assembly 1000 includes a firstgear set 1002 (such as a miter gear set) which drives a first gear shaft1004 and a second gear shaft 1006 in opposite directions. The rotationalforce about the Y-axis by the drive motor 1310 or manual rotation istranslated by the first gear set 1002 into equal and opposite rotationalforces of the gear shafts 1004, 1006 about the X-axis. The first gearshaft 1004 is attached to a second gear set 1008 (such as a first wormgear set). The second gear shaft 1006 is attached to a third gear set1010 (such as a second worm gear set). The second and third gear sets1008, 1010, which are discussed in more detail below with respect toFIG. 12, connect each gear shaft 1004, 1006 to respective torque bars1012, 1014 which permits the power flow to turn a corner around thebattery bay. In other words, the rotational force of the gear shaft 1004about the X-axis is translated by the gear set 1008 into a rotationalforce of torque bar 1012 about the Z₁-axis, while at the same time therotational force of gear shaft 1006 about the X-axis (in an equal andopposite direction to that of gear shaft 1004) is translated by gear set1010 into a rotational force of torque bar 1014 about the Z₂-axis (in anequal an opposite direction to the rotation of torque bar 1012.) By thismeans, the transmission assembly 1000 drives the torque bars 1012, 1014to substantially simultaneously rotate in equal but opposite directions.

In some embodiments, the torque bars 1012, 1014 and gear shafts 1004,1006 are at right angles to one another respectively. In someembodiments, the torque bars 1012, 1014 and gear shafts 1004, 1006 forman obtuse angle with each other, and in further embodiments they form anacute angle with one another. In this embodiment second gear set 1008connects the first gear shaft 1004 to the first torque bar 1012, and thethird gear set 1010 connects the second gear shaft 1006 to the secondtorque bar 1014. As such, in some embodiments, the first gear shaft 1004and the second gear shaft 1006 substantially simultaneously rotate inopposite directions causing the first torque bar 1012 and the secondtorque bar 1014 to substantially simultaneously rotate in oppositedirections via the second gear set 1008 and third gear set 1010.

The embodiment shown in FIG. 10 shows two latch mechanisms 1016, 1018attached to each torque bar 1012, 1014. These latches 1016, 1018 holdthe battery pack 104 at least partially inside the battery bay 108during normal operation of the vehicle.

Some embodiments include one or more first latches 1016 coupled to thefirst torque bar 1012 and one or more second/additional latches 1018coupled to the second torque bar 1014. The first torque bar 1012 isconfigured to actuate the first latch mechanism(s) 1016, whereas thesecond torque bar 1014 is configured to actuate the second latchmechanism(s) 1018. When more than one of the first latches 1016 orsecond latches 1018 are attached to each torque bar 1012, 1014 thetorque bar ensures that the plurality of latches actuated and thusrotating substantially simultaneously with each other.

At least one latch lock mechanism 1020 prevents the latches 1016, 1018from releasing the battery 104 from the battery bay 108 until the lockis disengaged as described in more detail in relation to FIG. 20. Insome embodiments, only one latch lock mechanism 1020 is used, while inother embodiments at least one latch lock mechanism 1020 is attached toeach torque bar 1012, 1014. In some embodiments, the latch lock 1020 iselectronically activated, while in other embodiments it is mechanicallyactivated.

In some embodiments, the first torque bar 1012 is located at a side ofthe battery bay 108 nearest to the front end of the vehicle 102, and thesecond torque bar 1014 is located at a side of the battery bay 108nearest to the rear of the vehicle, or the arrangement may betransposed. The gear sets and mechanisms of the transmission assemblymay be located anywhere so long as the torque bars 1012, 1014 are drivenin opposite directions simultaneously at the same angular velocity toactuate the latch mechanisms 1016, 1018.

FIG. 11 is a perspective view of another embodiment of a battery bay108. This embodiment also includes a first gear set 1002 (such as mitergear set) that drives a first gear shaft 1004 and a second gear shaft1006 in opposite directions. In this embodiment, however, the batterybay's frame is not rectangular in shape. Instead, along one side of thebattery bay 108, the second gear shaft 1006 is made up of threeportions, a first gear shaft link 1102 connected by a first universaljoint 1104 to a second gear shaft link 1106, and a third gear shaft link1108 connected by a second universal joint 1110 to a third gear shaftlink 1112. In this manner the first gear shaft 1006 is bent toaccommodate for other components of the electric vehicle 102. As such,the battery bay 108 cavity has a smaller volume than it would have werethe first gear shaft 1006 a single straight component extending from thefirst gear set 1002.

FIG. 11 also shows a lock synchronization bar 1112 in the transmissionassembly 1000 which is located near each torque bar 1012 (FIG. 10),1014. Each lock synchronization bar 1112 is attached to a latch lockmechanism 1020 to keep its respective latch mechanisms 1016, 1018 fromreleasing, as will be explained in detail below with respect to FIG. 20.FIG. 11 also shows springs 1806 in the latch mechanisms 1016, 1018 whichare located on either side of the latch 1920 as explained in more detailin FIG. 18.

It should be noted that while various forms of shafts and gear sets havebeen described above, in other embodiments the driving torque can betransmitted to the latches by using other types of drive components suchas belts, pulleys, sprockets drive chains.

FIG. 12 shows one embodiment of the second and third gear sets 1008,1010. In some embodiments the gear sets 1008, 1010 are each made up of ahelical gear 1202 and a spur gear 1204. In some embodiments, the helicalgear 1202 is a worm gear. In operation, the rotation of the helical gear1202, which is connected to the gear shafts 1004, 1006, rotates thecorresponding torque bar 1012, 1014 by means of interlocking teeth onthe helical gears 1210 and spur gear 1204. The precise number andconfiguration of teeth on the helical gear 1210 and the spur gear 1204varies depending on the particular electric vehicle 102. For example, insome embodiments the helical gear 1202 is significantly longer and hasmore threading, while in some embodiments, the spur gear 1204 gear hasmore teeth, or forms a complete circle. In other embodiments thediameter of the helical gear 1202 is larger than the proportions shownin FIG. 12. In normal operation, the helical gear 1202 turns the spurgear 1204 in one direction to engage the latch mechanisms 1016, 1018 bywhich the battery 104 is lifted and locked into the battery bay 108, andthe helical gear 1202 turns the spur gear 1204 in the opposite directionto disengage the latch mechanisms 1016, 1018 and allow the battery 104to be removed from the battery bay 108.

FIG. 13 shows a detailed view of one embodiment of the first gear set1002. In some embodiments, the first gear set 1002 is a miter gear set.In some embodiments, the miter gear set 1002 comprises three helicalbevel gears; including a central gear 1302 coupled to a first outer gear1304 and a second outer gear 1306. As the central gear 1302 rotates itdrives the first outer gear 1304 in a first rotational direction and thesecond outer gear 1306 in a second rotational direction opposite of thefirst rotational direction. The first outer gear 1304 drives the firstgear shaft 1004, while the second outer gear 1306 drives the second gearshaft 1006. As such, the rotation of the central gear 1302 drives thefirst gear shaft 1004 in a first rotational direction by means of thefirst outer gear 1304 while simultaneously/synchronously driving thesecond gear shaft 1006 in a second rotational direction by means of thesecond outer gear 1306. In some embodiments, the first gear set 1002,specifically the central gear 1302 is driven by the rotation of a drivesocket 1308 located at the underside of the electric vehicle 102. Toturn the gear 1308, the shaft is mechanically rotated, such as by anAllen or socket wrench 1314 configured to mate with the drive socket1308. In some embodiments, the female drive socket 1308 has an unusualor non-standard shape such that it can only receive a particular shapedAllen or socket wrench 1314 made to mate with the non-standard shapeddrive socket 1308.

In some embodiments, the transmission assembly 1000 is driven by anelectric drive motor 1310 through the drive motor gear ratio set 1312.The gear ratio set 1312 drives the first gear set 1302, which drives thefirst gear shaft 1004 and the second gear shaft 1006 simultaneously inopposite directions to eventually simultaneously actuate the latchmechanisms 1016, 1018 as described above with relation to FIG. 10. Insome embodiments, the drive motor 1310 is used in most circumstances torotate the shafts 1004, 1006, while the drive socket 1308 is only usedfor manual override situations. In some embodiments, the drive socket1308 is the preferred means for driving the first gear set 1002.

As shown in FIGS. 23A and 23B, in some embodiments, the transmissionassembly 1000 encompasses a second gear set 1008 which is a right wormgear set and third gear set 1010 which is a left worm gear set. Whenright gear set 1008 and the left worm gear set 1010 are used in thetransmission assembly 1000, the first gear shaft 1004 and the secondgear shaft 1006 need not be driven to rotate in opposite directionsabout the X-axis. Instead, the torque bar 1012 is driven about theZ₁-axis and torque bar 1014 is driven about the Z₂-axis (in an equal anopposite direction to the rotation of torque bar 1012) by means of theopposite threading on the right and left worm gears (1008, 1010). Inother words, the pitch of the threading on the right worm gear 1008 isopposite to the pitch of the threading on the left worm gear 1010. Assuch, the first gear set 1002 need not be a miter gear set as shown inFIG. 13, but is instead a simpler gear set shown in FIG. 23B. In otherwords, because the right and left worm gears 1008, 1010 translate themotion of the first gear set 1008 in directions opposite from oneanother due to their opposing thread pitch, the shafts 1004, 1006 canrotate the same direction, and a complex miter gear set is not needed atthe point of actuation of the shafts 1004, 1006.

FIG. 14 shows a bottom perspective view of another embodiment of thedrive socket 1308 as viewed from the underside of the at least partiallyelectric vehicle 102. In some embodiments, the drive socket 1308 isaccessible through a hole in the battery pack housing 1400. In otherembodiments, the drive socket 1308 is accessible at the side of thecavity 302 in the battery bay 108. In some embodiments, the first gearset 1002 is driven by the socket wrench 1314 only after a key 1602 hasbeen inserted into a key hole 1402 and unlocks the first gear set 1002as described in FIG. 17. Like the drive socket 1308, in this embodiment,the key hole 1402 is also located at the underside of the electricvehicle 102 and requires a hole in the battery housing 1400. In otherembodiments, the key hole 1402 is in the battery bay 108.

FIG. 15 is a perspective view of one embodiment of a first gear lock1502 (which in some embodiments is the miter gear lock). In thisembodiment, when a key is inserted into the key hole 1402, as depictedby the arrow in the figure, the first gear lock 1502 rotates upward anddisengages from a small gear on the shaft 1004 and thus is unlocked.Then, the first gear set 1002 can then perform its function of rotatingthe central gear 1302, which drives the first gear shaft 1004 in a firstrotational direction by means of the first outer gear 1304 whilesimultaneously driving the second gear shaft 1006 in a second rotationaldirection (opposite the first rotational direction) by means of thesecond outer gear 1306. When the key is removed the first gear lock 1502rotates downward and engages the small gear on the shaft 1004 and thuslocks it. In the embodiment shown in FIG. 15, the electric drive motor1310 of the transmission assembly 1000 is located above the first gearset 1002, and as such does not require a drive motor gear set 1312 asdescribed in FIG. 13.

FIG. 16 is a perspective view of a second embodiment of the gear lock1600. In this figure the key 1602 is shown outside of the key hole 1402.In some embodiments, the key hole 1402 is located close to the drivesocket 1308. In some embodiments, the key 1602 has a specific andunconventional shape for mechanically releasing the second embodiment ofthe gear lock 1600, explained in more detail below, while avoiding othercomponents of the first gear set 1002.

FIG. 17 is a detailed view of the key 1602 inserted into the key hole1402 and releasing the first gear lock 1502. In FIG. 17, the first gearlock 1502 is positioned in-between the motor 1310 and the gear set 1312.In some embodiments, the key 1602 unlocks the first gear lock 1502 bypushing a locking latch 1702 with a locking tooth 1704 away from alocking gear 1706. In some embodiments, the locking latch 1702 isdesigned to be biased into its locked position, i.e., mated with thelocking gear 106, as soon as the key 1602 is removed. In someembodiments, a spring 1708 is attached to the locking latch 1702 toprovide the biasing force, while in other embodiments gravity or othermechanisms for biasing the locking latch 1702 may be used. In someembodiments, the key 1062 remains in the inserted position throughoutthe battery exchange process. In other embodiments the key 1602 is onlyrequired to originally unlock the first gear lock 1502, but is notrequired to remain in place throughout the battery exchange process.

In all of the embodiments of the key 1602 and first gear lock 1502, likethose shown in FIGS. 15-17, the first gear set 1002 is kept fromrotating until the key 1602 unlocks the gear lock 1502. As such, theshafts 1004, 1006, torque bars 1012, 1014, and their corresponding latchmechanisms 1016, 1018 will not turn unless the gear lock 1502 has beenunlocked. Furthermore, in some embodiments, a latch lock mechanism 1020(described in relation to FIG. 20) must also be unlocked before theprocess to actuate the latch mechanisms 1016, 1018 can begin. In someembodiments, the latch lock mechanism and the gear lock 1502 areindependent of one another, and are individually/independently releasedbefore the transmission assembly 1000 can be actuated. In someembodiments, the latch lock mechanism 1020 is electrically actuated, andthe gear lock 1502 is mechanically activated or vice versa. Activatingthe two different locks by two separate mechanisms (mechanical andelectrical) prevents unauthorized or inadvertent removal of the batterypack 104 from the vehicle 102. Furthermore, in some embodiments, all ofthe locks are equipped with indicators which indicate possible failurebefore, during, or after the battery exchange process.

An actuator located on board the vehicle 102 actuates one or both of theabove described locks. In some embodiments, the actuator is operated bya single 5V 15 mA digital signal, which is sent from an onboard computersystem on the vehicle. In some embodiments, the actuator is protectedagainst excessive power flow by indicators. In some embodiments, othertypes of mechanical or electro-mechanical actuators may be used toremove the safety locks.

FIG. 18 shows a battery bay 108 with several alignment sockets/holes1802 configured to receive tapered alignment pins 802 disposed on thebattery 104. This figure shows an embodiment with two alignment sockets1802 and alignment pins 802, but in some embodiments, only one alignmentsocket 1802 and pin 802 are used. In some embodiments, the aligned pins802 and the alignment holes have keyed shapes different from one anotherto prevent backwards or incorrect alignment of the battery pack 104 withthe battery bay 108. In some embodiments, at least one compressionspring 1806 is mounted to the battery bay 108. The compression springs1806 are configured to generate a force between the frame 118 batterybay 108 and the battery pack 104 when the battery pack 104 is held andlocked at least partially within the cavity 302 of the battery bay 108.Thus, the springs 1806 absorb vertical motion (Y-axis motion) of thebattery pack 104 and bay 108 during driving or other operations. Also,the compression springs 1806 help maintain the latches 1920 in contactwith the strikers 1924 on the battery locked position, and also helpexpel the battery 104 from the battery bay 108 when the locks areunlocked. FIG. 18 shows compression springs 1806 on either side of eachlatch 1920. Matching compression springs 1806 on either side of thelatches balance each other such that the resulting force on the batteryis substantially in a vertical (Y-axis) direction only. Otherembodiments use greater or fewer compression springs 1806. In someembodiments, other types of flexible mechanical parts are used topreload the latches. For example, rubber seals are used instead of thesprings 1806.

FIG. 18 shows an embodiment having three strikers 1924. The strikers inFIG. 18 are not bar shaped, as they are shown in other figures, butinstead are rounded cut away portions in the frame 118 of the batterypack 104 itself. Other embodiments employ non-bar shaped strikers aswell. In some embodiments, the strikers have different forms. In someembodiments, the strikers contain low friction solutions. Examples oflow friction solutions include but are not limited to roller bearings orlow friction coatings, as shown in FIG. 19A, element 1930.

FIG. 19A shows one embodiment of a latch mechanism 1016, 1018 used bythe battery bay transmission assembly 1000. In this embodiment, thelatch mechanism 1016, 1018 is a four bar linkage mechanism. The latchmechanism 1016, 1018 comprises a latch housing 1902 which is rigidlyattached to the frame of the battery bay. It also comprises a cam shapedinput link 1904 rigidly coupled to a respective torque bar at first apivot point 1906 such that the input link 1904 rotates/pivots togetherwith a torque bar 1012, 1014 around the first pivot point 1906 withrespect to the stationary latch housing 1902. The end of the input link1904 remote from the torque bar is rotatably coupled at second pivotpoint 1908 to a first rod end 1912 of a coupler link rod 1910. Thecoupler link rod 1910 has a second rod end 1914 remote from the firstrod end 1912 that is pivotably coupled to a latch 1920 at a third pivotpoint 1918. In some embodiments, the coupler link rod 1910 is aturnbuckle which includes an adjustment bolt 1916 configured to adjustthe length of the coupler link rod 1910. The latch 1920 has a fourthpivot point 1922 pivotably connected to another portion of the latchhousing 1902. The latch 1920 pivots about an axis, running through thecenter of the fourth pivot point 1922. In some embodiments, the axisabout which the latch pivots at the fourth pivot point 1922 is parallelbut distinct from to the axis about which the torque bar 1012, 1014rotates at the first pivot point 1906. The latch is substantially “V” orhook shaped with the third pivot point 1918 at the apex of the “V.” Thefourth pivot point 1922 is at an end of the “V” remote from the apex(this end shall be called herein the latch's proximate end 1926). Theother end of the “V,” is also remote from the apex of the “V” (thisother end shall be called the latch's distal end 1928). The distal end1928 of the latch is configured to engage the bar shaped striker 1924 onthe battery pack 104. In some embodiments, the distal end 1928 of thelatch 1920 has a hook shape, as shown in FIG. 19A, which is configuredto cradle the striker 1924 when engaged with the striker (as shown inFIG. 19C). The hook shaped distal end 1928 is also useful in engagingand lifting the battery pack 104, at least partially, into the cavity ofthe battery bay 108 (FIG. 3) when engaging/receiving the battery. Thestriker 1924 may have a low friction element such as a roller bearingsor low friction coating 1930.

As shown in FIG. 19A, when the input link 1904 is in a releasedposition, the latch 1920 is configured to mechanically disengage from acorresponding striker 1924 on the battery pack 104. In other words, whenthe input link 1904 is in a released position, the latch 1920 does notcontact the striker 1924. The input link 1904 is driven/rotated, bymeans of the torque bar 1012, 1014 connected to it.

FIG. 19B shows an intermediate position where the input link 1904 hasrotated such that the latch 1920 begins to engage the striker 1924 onthe battery pack 104 and begins lifting the battery pack 104, at leastslightly into the cavity of the battery bay 108 (FIG. 3).

As shown in FIG. 19C, when the input link 1904 is in a fully engagedposition, striker 1924 is cradled in the hook shaped distal end 1928 ofthe latch 1920, and the input link 1904 and coupler link rod 1910 are ina geometric lock configuration. The geometric lock is the position inwhich the input link 1904 and the coupler link rod 1910 are in verticalalignment with one another with the coupler link rod 1901 in its fullyextended position. In other words, the input link 1904, coupler link rod1901, and first 1906, second 1908, and third 1918 pivot points are allsubstantially along the same axis. As such, any movement of the batterypack 104 is converted into compression or tensile forces along thesingle axis to the stationary latch housing 1902 without rotating any ofthe pivot points. Because the input link 1904 and coupler link rod 1910are in a geometric lock they prevent the battery 104 from being releasedfrom the battery bay 108, such as while the vehicle 102 is driving.Furthermore, in the geometric lock position, only minimal loads aretransferred from the battery pack 104 to the drive components of thevehicle 102.

In some embodiments, (a) releasing and (b) engaging are done as follows.The (a) releasing a battery pack 104 from the battery bay 108 isperformed by means of the transmission assembly 1000 by rotating thelatch(s) 1920 on the battery bay 108 to disengage the striker(s) 1924 onthe battery pack 104, and (b) engaging a new battery pack 104 in thebattery bay 108 is done by means of the transmission assembly 1000rotating the latch(s) 1920 on the battery bay 108 to engage, lift, andlock the striker(s) 1924 on the battery pack 104. In some embodiments,the (a) releasing occurs in less than one minute. In some embodiments,the (b) engaging happened in less than one minute. In some embodiments,both the (a) releasing of the first battery pack 104 from the batterybay 108 and the (b) engaging of a second battery pack 104 in the batterybay 108 occur in less than one minute.

In some embodiments, a latch position indicator is utilized to measurewhether the latch 1920 is in an engaged or disengaged position. In someembodiments, the latch position indicator communicates the position ofthe latch 1920 to a computer system in the electric vehicle 102. In someembodiments, other indicators are used throughout the battery pack 104and battery bay 108 to verify the workings of any or all of thefollowing elements: the first gear lock 1502, the latch lock mechanism1020, the latch mechanism 1016, 1018, the miter gear set 1002, thetorque bars 1010, 1012, the gear shafts 1004, 1006, the electricalconnector 804, and the position of the battery pack 104 inside thebattery bay 108. In some embodiments, the indicators include switches,Hall sensors, and/or micro-switches. In some embodiments, the alignmentdevices (such as alignment pins 802 and latch mechanisms 1016, 1018) andposition indicators allow the battery pack 104 to be precisely monitoredand positioned inside the battery bay 108 in six different degrees offreedom (3 degrees of translation and 3 degrees of rotation.)

In some embodiments, the battery bay have some or all of the followinginternal electric indications: a) proper/improper connection of theelectrical connectors between the battery bay and the battery pack; b)open/close indication on each of the individual latches which fasten thebattery pack to the battery bay; c) open/close indication on each of thesafety lock devices; d) existence/non existence of the unique key likedevice which is mentioned in section 14; e) in-position/out-of-positionof battery pack inside the battery bay in at least three differentlocations around the battery pack; f) excessive/in-excessive temperaturemeasurement in two different locations within the battery bay.(Excessive temperature may be a temperature above 90° C.); and g)excessive/in-excessive power limits in the quick release actuator.

FIG. 20 is a detailed view of the latch lock mechanism 1020. When thelatch mechanism 1016, 1018 is in its lock configuration, with the latch1920 engaging the striker 1924, the latch lock mechanism 1020 will alsobe engaged. The latch lock mechanism 1020 is configured to prevent thelatch mechanism 1016, 1018 from rotating when engaged. In someembodiments, the latch lock mechanism 1020 comprises a toothedcantilevered lock arm (2002) (also called a lock bolt) configured toengage a corresponding tooth 2010 on the latch 1920. As such, thetoothed cantilevered lock arm 2002 is configured to prevent the latch1920 from rotating when engaged. The toothed cantilevered lock arm 2002is coupled to a lock synchronization bar 2004, which is configured todisengage the toothed cantilevered lock arm 2002 when rotated. The locksynchronization bar 2004 is also coupled to a lock actuator 2006, whichis configured to rotate the synchronization bar 2004. In someembodiments, the lock actuator 2006 includes an electric motor 2008 thatrotates the lock synchronization bar 2004 via a gear set or any othersuitable mechanism. In some embodiments, the electric motor 2008 isactivated by an electric lock or unlock signal. In other embodiments,latch lock mechanism is mechanically activated. In some embodiments,both electrical and mechanical activation is provided, the mechanicalactivation being useful if any electronic malfunctions occur. In someembodiments, the latch lock mechanism 1020 is configured to disengageonly after the gear lock 1502 (shown in FIG. 15) has been released.

The lock synchronization bar 2004 is configured to rotate one or morelatch locks 2002 in a first direction so that the one or more latchlocks 1920 engage with the latch 1920. The lock synchronization bar 2004is also configured to rotate the one or more latch locks 2002 in asecond, opposite, direction to disengage the latch locks 2002 from thelatch 1920. As such, after the latch locks have been rotated in a seconddirection, to unlock the latch 1920, the latch is allowed to disengagethe striker 1924 by means of the torque bar 1012, 1014 rotation throughthe four bar linkage latch mechanism 1016, 1018 described above.

By means of the mechanisms described above, the miter gear set 1002,driven by the electric drive motor 1310, causes the latches 1016, 1018to rotate opposite one another. When the latches 1016, 1018 on eitherside of the battery bay 108 rotate away from each other, they releasethe corresponding strikers 1924 on the battery 104.

FIG. 21 is a flow diagram of a process for releasing a battery pack froma battery bay. In some embodiments, the release process happens asfollows. A first latch mechanism, the miter gear lock 1502, is whichphysically released (2102). In some embodiments, the physical releasehappens by means of a key 1602 inserted into the key hole 1402 (2104). Asecond latch mechanism, the latch lock mechanism 1020, releases the oneor more latches 1016, 1018 (2106). In some embodiments, the latch lockunlocks when an electric motor 2008, activated by an electronic unlocksignal, actuates the lock actuator 2006 which rotates the latch lock2002 and disengage its tooth from the tooth of the latch 1920 byrotating the lock synchronization bar 2004 (2108). Once both the mitergear lock and the latch lock have been released, the battery 104 isreleased from the battery bay 108 as follows. The drive motor 1310actuates a transmission assembly (2110). In some embodiments, thetransmission assembly is actuated as follows, the drive motor 1310rotates the miter gear set, which rotates the gear shafts, which rotatethe worm gears, which rotate the torque bars (2112). Specifically, thedrive motor rotates the central gear 1302 of the miter gear set 1002 bymeans of a gear ratio set 1312. As the central gear 1302 rotates itdrives the first outer gear 1304 in a first rotational direction and thesecond outer gear 1306 in a second rotational direction opposite of thefirst rotational direction. The first outer gear 1304 drives the firstgear shaft 1004 in a first rotational direction, while the second outergear 1306 drives the second gear shaft 1006 in a second rotationaldirection. The first gear shaft 1004 rotates the first torque bar 1012by means of the first worm gear set 1008. The second gear shaft 1006rotates the second torque bar 1014 in a direction opposite that of thefirst torque bar 1012 by means of the second worm gear set 1010. Therotation of the first torque bar 1012 then causes at least one latch1920 to rotate and disengage a striker 1924 on the battery 104 (2114).Specifically, the first torque bar 1012, being coupled to the input link1904, rotates the input link 1904, which actuates the coupler link rod1910 such that the latch 1920 disengages the striker 1924. In someembodiments, substantially simultaneously, the rotation of the secondtorque bar 1014 causes the latch mechanism 1018 coupled to the secondtorque bar 1014 to rotate in a direction opposite that of the latchmechanism 1016 coupled to the first torque bar 1012. As such, latches oneither side of the battery bay 108 rotate away from one another torelease their respective strikers 1924. (2116) Then the battery pack istranslated vertically downward away from the underside of the vehicle.In some embodiments, the battery pack is translated by means of firstbeing lowered onto a platform under the battery and then being furtherlowered by means of the platform lowering.

FIG. 22 is a flow diagram of a process for engaging a battery pack to abattery bay. To engage a battery 104 at least partially within thebattery bay 108 involves substantially the same process described aboveonly in reverse. Specifically, the drive motor 1310 actuates atransmission assembly (2202). In some embodiments, the transmissionassembly is actuated as follows, the drive motor 1310 rotates the mitergear set, which rotates the gear shafts, which rotate the worm gears,which rotate the torque bars (2204). Specifically, the drive motor 1310rotates the central gear 1302 of the miter gear set 1002 in the oppositedirection as that used for disengaging a battery 104 by means of a gearratio set 1312. As the central gear 1302 rotates, it drives the firstouter gear 1304 one rotational direction and the second outer gear 1306in the opposite direction. The first outer gear 1304 drives the firstgear shaft 1004 in one direction, while the second outer gear 1306drives the second gear shaft 1006 in the opposite direction. The firstgear shaft 1004 rotates the first torque bar 1012 by means of the firstworm gear set 1008. The second gear shaft 1006 rotates the second torquebar 1014 in a direction opposite that of the first torque bar 1012 bymeans of the second worm gear set 1010. The rotation of the first torquebar 1012 then causes at least one first latch 1920 to rotate and engagea striker 1924 on the battery 104 (2206). Specifically, the first torquebar 1012, being coupled to the input link 1904, rotates the input link1904, which actuates the coupler link rod 1910 such that the latch 1920engages the striker 1924. In some embodiments, the first latch islocated at the front end of the underside of the vehicle. In someembodiments, substantially simultaneously a second latch located at theback end of the electronic vehicle is also rotated in the same manner(2208).

Once the strikers are engage, they then vertically lift the battery atleast partially into the battery bay of the electronic vehicle (2210).The lifting happens as follows, substantially simultaneously, therotation of the second torque bar 1014 causes the latch mechanism 1018coupled to the second torque bar 1014 to rotate in a direction oppositethat of the latch mechanism 1016 coupled to the first torque bar 1012.As such, latches on either side of the battery bay 108 rotate towardsone another to engage their respective strikers 1924 substantiallysimultaneously and lift them. Then the battery is secured into thebattery bay 108 (2212). Specifically, the latches 1920 hook onto thestrikers 1924 and lift the battery until the latches are in theirgeometric lock (dead center) positions. Once the battery 104 is engaged,the first lock mechanism is engaged. (2214) Specifically, once the fourbar mechanism of the latches 1016, 1018 are in their geometric lockpositions, the key 1602 is removed from the key hole 1401 and thelocking latch 1702 with a locking tooth 1704 engages with the lockinggear 1706 (2216). Also, the second lock mechanism is electricallyengaged (2218). Specifically, the an electric motor 2008, activated byan electronic unlock signal, actuates the lock actuator 2006 whichrotates the latch lock 2002 and engages its tooth with the tooth of thelatch 1920 by rotating the lock synchronization bar 2004 (2220).

In some embodiments, the battery bay 108 is configured to be disposed atthe underside of the at least partially electric vehicle 102 such thatthe releasing and engaging mechanisms described can release an at leastpartially spent battery 104 and have it replaced by an at leastpartially charged battery 104 underneath the vehicle 102.

As described above, in reference to FIGS. 21 and 22, in someembodiments, the first latch mechanism 1016 and the second latchmechanism 1018 substantially simultaneously rotate in oppositedirections about their respective axes. In some embodiments, the atleast two latches rotate towards one another to engage, lift, and lockthe battery 104 at least partially within the cavity of the battery bay108. In some embodiments, the at least two latches then rotate away fromeach other to disengage the battery 104. Similarly, the battery pack 104is disengaged and unlocked from the at least partially electric vehicle102 when the latches 1920 of the first latch mechanism 1016 and thesecond latch mechanism 1018 substantially simultaneously rotate awayfrom one another.

FIGS. 24A-31 illustrate various embodiments of an electrical connectionsystem that provide additional detail to what was described above withrelation to FIG. 9. FIG. 9 illustrated one embodiment of an electricalconnection system 900 comprising a battery electrical connector 804connected to the battery pack 104 that was configured to mate with abattery bay electrical connector 902 connected to the electric vehicle102. FIGS. 24A-30B illustrates an electrical connection system 2400.These embodiments utilize the term vehicle-side connector 2402 todescribe other embodiments of the element referred to as the battery bayelectrical connector 902 in FIG. 9, and utilize the term battery-sideconnector 2452 to describe other embodiments of the element referred toas the battery electrical connector 804 in FIG. 9. It should be notedthat in some instances these embodiments include additional components.For example, the shielding mechanism 2902 described in relation to FIGS.30 and 31 is an additional element that performs a different shieldingfunction than the electric shields 904 described in relation to FIG. 9.Furthermore, the power connectors 906 and 908 and data connectors 910 ofFIG. 9 (which included the cables and connection interfaces) aredescribed in greater detail with relation to FIGS. 24A-27 and are thusreferred to by new names and numbers.

FIG. 24A is a top perspective view of an electrical connection system2400, including a vehicle-side connector 2402 and a battery-sideconnector 2452. FIG. 24B is a bottom perspective view of thevehicle-side connector 2402. The battery-side connector 2452 is attachedto the battery pack 104 and electrically connects the battery pack 104to the vehicle 102 by mating with the vehicle-side connector 2402. Insome embodiments, the battery-side connector 2452 has mechanisms forcompensating for misalignment as described in detail below. Similarly,the vehicle-side connector 2402 is attached to the vehicle 102 andelectrically connects the vehicle 102 to the battery pack 104 by matingwith the battery-side connector 2452. In some embodiments, thevehicle-side connector 2402 has mechanisms for compensating formisalignment as described in detail below. It should be noted that whilethe components described in relation to the figures below are describedas being “battery-side” or “vehicle-side,” these components could beswapped. In other words, all comments described as “battery-side” inembodiments illustrated below, could be mounted to the “vehicle” in analternative embodiment, and vice versa. As shown in FIG. 24A, thebattery-side connector 2452 comprises a battery-side mounting portion2454 and a battery-side coupling portion 2456. The battery-side couplingportion 2456 includes one or more alignment sockets 2470. In someembodiments, one or more bolts 2462, which are surrounded by sleeves2464, secure the battery-side coupling portion 2456 to the battery-sidemounting portion 2454. In some embodiments, the battery-side couplingportion 2456 and the battery-side mounting portion 2454 are rigidlysecured to one another, such that both components are fixed with respectto the battery pack. In other embodiments, the battery-side connector2452 also comprises a battery-side coupler 2458 (shown and described indetail with respect to FIG. 27) which allows for relative motion betweenthe battery-side coupling portion 2456 and the battery-side mountingportion 2454. This relative motion between the components relievespotential misalignment between the battery-side connector 2452 and thevehicle-side connector 2402.

The battery-side coupling portion 2456 houses a battery-side powerinterface 2466 with one or more power sockets 2486 and a battery-sidedata interface 2468 with one or more data sockets 2488. In someembodiments, the battery-side coupling portion 2456 also includes asealing mechanism 2472 surrounding a portion of the battery-sidecoupling portion 2456 including the battery side power interface 2466and the battery-side data interface 2468 and which assists in protectingthese components from dirt and debris.

As shown in FIG. 24A, the vehicle-side connector 2402 has a vehicle-sidemounting portion 2404, a vehicle-side coupling portion 2406, and avehicle-side coupler 2408. The vehicle-side coupling portion 2406 isconnected to the vehicle-side mounting portion 2404 via the vehicle-sidecoupler 2408. The vehicle-side coupler 2408 is designed to allowrelative motion between the vehicle-side coupling portion 2406 and thevehicle-side mounting portion 2404 to relieve potential misalignmentbetween the battery-side connector 2452 and the vehicle-side connector2402 and to absorb relative motion between the battery and vehicle. Thevehicle-side connector 2402 also has one or more alignment pins 2420.

FIG. 24B is a bottom perspective view of the vehicle-side connector2402. As shown in FIG. 24B, the vehicle-side coupling portion 2406houses a vehicle-side power interface 2416 with one or more power pins2476 and a vehicle-side data interface 2418 with one or more data pins2478. The vehicle-side coupling portion 2406 connects to thebattery-side coupling portion 2456 (FIG. 24A) to electrically connectthe battery pack 104 to the vehicle 102. The vehicle-side coupler 2408comprises one or more bolts 2412 and coil springs 2414. In someembodiments, the vehicle-side coupler 2408 uses a combination of bolts2412 and the coil springs 2414 to allow relative motion between thevehicle-side coupling portion 2406 and the vehicle-side mounting portion2404, as described in further detail below in relation to FIG. 26.

In some embodiments, the vehicle-side mounting portion 2404, used tomount the vehicle-side connector 2402 to the vehicle 102 is shaped toconform to the specific contours of the underside of the vehicle 102. Insome embodiments, the vehicle-side mounting portion 2404 is attacheddirectly to the underside of a vehicle, while in other embodiments thevehicle-side mounting portion 2404 is attached to any portion of thevehicle that facilitates the coupling between the vehicle-side connector2402 and a battery-side connector 2452 of the connection system 2400.The vehicle-side mounting portion 2402 is any suitable plate, bracket,or other mounting mechanism that is configured to attach to the vehicle102. In some further embodiments, the vehicle-side mounting portion 2404forms a part of the vehicle 102. Similarly, the battery-side mountingportion 2454 is configured to attach to or form a part of the battery104 in a similar manner as described above for the vehicle-side mountingportion 2404.

FIG. 24A also shows the sealing mechanism 2472 surrounding a portion ofthe battery-side coupling portion 2456. When the vehicle-side connector2402 and the battery-side connector 1452 are coupled together, thesealing mechanism 2472 is disposed between two proximate surfaces of thevehicle-side coupling portion 2406 and the battery-side coupling portion2456. The sealing mechanism 2472 is designed to prevent the ingress ofenvironmental contaminants to the area between the coupling portionsthat contains the power 2416, 2466 and data interfaces 2418, 2468.Because of the extreme environments in which vehicles often operate, thesealing mechanism 2472 is designed to protect the most sensitiveelements of the connector from contaminants such as water, dust, dirt,soot, chemicals, etc. In some embodiments, the sealing mechanism 2472 isa rubber O-ring. In some embodiments, the coupling portions 2406 and2456 utilize more than one sealing mechanism. In some embodiments, theconnection system 2400 employs additional types or combinations ofsealing mechanisms including other types of gaskets or scrapingmechanisms designed to clean away foreign contaminants.

As shown in FIG. 24A, one or more tapered alignment pins 2420 aremounted to the vehicle-side coupling portion 2406. The tapered alignmentpins 2420 are perpendicular to the surface of the vehicle-side couplingportion 2406 (the X-Z plane of FIG. 3A) and parallel to the axis alongwhich the coupling portions 2406 and 2456 are connected together (theY-axis of FIG. 3A). The one or more alignment sockets 2470 mounted tothe battery-side coupling portion 2456 are configured to receive thetapered alignment pin 2420. In some embodiments, the inside edges of theopenings in the alignment sockets 2470 are chamfered in order to reducefriction and provide a smoother contact interface between the alignmentpins 2420 and the alignment sockets 2470. The alignment pins 2420 andalignment sockets 2470 are mounted such that when the alignment pins2420 are in the alignment sockets 2470, the coupling portions 2406 and2456 and their respective power interfaces 2416, 2466 and data 2418,2468 interfaces are aligned. FIG. 26 illustrates the alignment pins 2420in further detail.

In some embodiments, the one or more alignment sockets 2470 each have asubstantially cylindrical shaped cross-section. In some embodiments, oneof the alignment sockets 2470 has an oval shaped cross-section ratherthan a cylindrical shaped cross-section. In this embodiment, the ovalshaped alignment socket 2470 is mounted such that the long dimension ofthe oval is parallel to a line formed between two tapered alignment pins2420. Thus, the extra space between the alignment pin 2420 and theinside walls of the alignment socket channel accommodates alignment pins2420 that may not be exactly parallel. This reduces possible mechanicalstresses on the alignment pins 2420 and alignment sockets 2470.

The alignment pins 2420 and alignment sockets 2470 are more robust anddurable than the connection elements that are utilized in the powerinterfaces 2416, 2466 and data 2418, 2468 interfaces. By employing analignment mechanism such as the illustrated alignment pins 2420 andalignment sockets 2470, the lateral and bending loads that mightotherwise be imparted to the electrical interfaces due to misalignmentsbetween the battery 104 and the vehicle 102 can be borne by structuralcomponents rather than the more fragile electrical and data components.

As shown in FIG. 24A, the vehicle-side coupling portion 2406 houses thevehicle-side power interface 2416 and the vehicle-side data interface2418. Likewise, the battery-side coupling portion 2456 houses abattery-side power interface 2466 and a battery-side data interface2468. The vehicle-side power interface 2416, when coupled to thebattery-side power interface 2466, transmits high voltage and currentelectrical energy between the battery 104 and the vehicle 102. In orderto provide adequate propulsion, electric vehicles may require up to 1000volts and up to 1000 amps of direct current electricity. In someembodiments, the vehicle requires up to 400 volts and 200 amps of directcurrent electricity. In some embodiments, the high voltage electricityis between about 100 and 1000 VDC. In other embodiments, the highvoltage electricity is between about 200 and 800 VDC. In yet otherembodiments, the high voltage electricity is between about 300 and 700VDC. In still other embodiments, the high voltage electricity is betweenabout 350 and 450 VDC. The particular voltage and current capacities ofthe vehicle-side power interfaces 2416, 2466 will vary depending on theparticular energy needs of the application. For instance, highperformance vehicles may require a higher voltage or current carryingcapacity than standard vehicles.

The vehicle-side power interface 2416 of the vehicle coupling portion2406 uses conductive pins that are received by the power interface 2466in the battery-side coupling portion 2456. In some embodiments, thevehicle-side power interface 2416 comprises two conductive power pins2476. In other embodiments the vehicle-side power interface 2416comprises four or more conductive power pins 2476. The inside surface ofthe battery side power interface 2466 is conductive in order tofacilitate the transmission of electricity between the battery 104 andthe vehicle 102. In some embodiments, the battery-side power interface2466 employs power sockets 2486 that utilize a conductive mesh sleeve tomake electrical contact with the power pins 2476, as described withreference to FIG. 28. In some embodiments, the battery-side powerinterface 2466 includes as many power sockets 2486 as there are powerpins 2476.

In some embodiments, the vehicle-side data interface 2418 containsseventeen conductive data pins 2478. In some embodiments, thevehicle-side data interface 2418 has nine, fifteen, or twenty data pins2478. In some embodiments, the battery-side data interface 2468 willutilize as many data sockets 2488 as there are data pins 2478 in thedata interface 2418. In some embodiments, the vehicle-side datainterface 2418 employs data sockets 2488 that utilize a conductive meshsleeve to make electrical contact with the data pins 2478, as describedwith reference to FIG. 28. The data interfaces 2418 and 2468 transmitdata between the battery 104 and the vehicle 102 using electroniccommunication signals. Many electronic communication signals can besupported over the data interfaces 2418 and 2468, including but notlimited to Ethernet, Universal Serial Bus, RS-232 or any otherelectrical signal. Furthermore, the data interfaces 2418 and 2468 cansupport many communication protocols, including but not limited toTCP/IP, CAN-bus (Controller Area Network), or other proprietaryprotocols. In some embodiments, the data interfaces 2418 and 2468 areoptical connectors. In such embodiments, the data interfaces 2418 and2468 do not require conductive pins or sockets in order to transmit databetween the battery 104 and the vehicle 102.

FIG. 25 is an elevation view of the vehicle-side connector 2402 and thebattery-side connector 2452. Line 26-26 in FIG. 25 defines the sectionalviews shown in FIGS. 26 and 27.

FIG. 26 is a sectional view of the vehicle-side connector 2402 alongaxis 26-26 shown in FIG. 25. FIG. 26 shows a more detailed view of thevehicle-side coupling portion 2406 of this embodiment. In someembodiments, the vehicle-side coupler 2408 comprises bolts 2412 that areattached to the vehicle-side mounting portion 2404 and the vehicle-sidecoupling portion 2406, and are surrounded by the coil springs 2414. Thebolts 2412 pass through holes 2602 in the vehicle-side coupling portion2406 that are larger than the diameter of the shafts of the bolts 2412.The coil springs 2414 are positioned between the vehicle-side mountingportion 2404 and the vehicle-side coupling portion 2406. The coilsprings 2414 are flexible and provide a resilient force between thevehicle-side mounting portion 2404 and the vehicle-side coupling portion2406. This resilience provides a centering force between thevehicle-side coupling portion 2406 and the vehicle-side mounting portion2404 to keep the vehicle-side coupling portion 2406 in a neutralposition when the connectors 2402, 2452 are not coupled together.Additionally, the resilient structure of the coil springs 2414 allowsthe vehicle-side coupling portion 2406 to move both vertically andhorizontally to aid in the alignment of the vehicle-side andbattery-side coupling portions, 2406 and 2456. The coil springs 2414also absorb vertical and horizontal shock and vibration when the vehicle102 is driven. The bolt and spring style vehicle-side coupler 2408provides sufficient free play in the horizontal plan (the X-Z planedefined in FIG. 3A) to allow the vehicle-side connector 2402 and thebattery-side coupler 2452 to align given the general geometricaltolerances of the complete battery bay assembly. In other words, if thetotal accuracy of the battery bay system is high, less free play in thevehicle-side coupler 2408 is required. For example, a free play of +/−3mm will be enough. For lower accuracy battery bay systems, will requiremore free play. In some embodiments, the bolt and spring stylevehicle-side coupler 2408 allows +/−6 mm movement in a plane that issubstantially parallel to the vehicle 102 (the X-Z plane defined in FIG.3A). In some embodiments, the bolt and spring style vehicle-side coupler2408 allows for +/−6 mm movement along a vertical axis (the Y-axisdefined in FIG. 3A.)

In some embodiments, the coil springs 2414 do not surround the bolts2412, but are positioned elsewhere between the vehicle-side couplingportion 2406 and the vehicle-side mounting portion 2404. In someembodiments, the vehicle-side coupler 2408 utilizes a resilientmechanism other than coil springs, including but not limited to leafsprings, elastomer springs, or torsion springs. In some embodiments, thevehicle-side coupler 2408 utilizes more or fewer coil springs and bolts.Those skilled in the art will recognize that a variety of springs andconfigurations may be used.

FIG. 26 shows the tapered alignment pin 2420 and its mounting mechanismin greater detail. In some embodiments, the one or more taperedalignment pins 2420 are rigidly fixed to the vehicle-side couplingportion 2406. In other embodiments, the one or more tapered alignmentpins 2420 are attached as shown in FIG. 26, so as to allow relativemotion between the alignment pins 2420 and the vehicle-side couplingportion 2406. In some embodiments, the vehicle side coupler 2408comprises the floating pin mechanism as well as the bolt and springmechanism described above. The mount for the alignment pin 2420 uses ahollow flanged sleeve 2604 with an “I-shaped” cross-section between thepin 2420 and the vehicle-side coupling portion 2406. In someembodiments, the flanged sleeve 2604 is made up of two sleeves, eachhaving a single flange or shoulder, to facilitate assembly. Theshoulders, or flanges, of the flanged sleeve 2604 rest on the surface ofthe vehicle-side coupling portion 2406, and are wider than the openingof the hole 2608 in the vehicle-side coupling portion 2406. The flangesthus keep the tapered alignment pins 2420 captive to the surface of thecoupling portion 2406 in the vertical direction. The outside cylindricalsurface of the flanged sleeve 2604 is smaller than the inside diameterof the hole 2608, leaving free space 2606 between the two surfaces. Thefree space 2606 allows the alignment pin to have some lateral play or to“float” in the plane defined by the surface of the vehicle-side couplingportion 2406 to which the alignment pin 2420 is mounted. In someembodiments, the floating pin style vehicle-side coupler 2408 allows+/−1 mm movement in a plane that is substantially parallel to thevehicle 102 (the X-Z plane defined in FIG. 3A).

FIG. 27 is a sectional view of the battery-side connector 2452 alongaxis 26-26 shown in FIG. 25. The battery-side connector 2452 includingthe battery-side mounting portion 2454, a battery-side coupling portion2456, and a battery-side coupler 2458 is shown. The bolts 2462, whichform a part of the battery-side coupler 2458, secure the battery-sidecoupling portion 2456 to the battery-side mounting portion 2454. In someembodiments, the shafts of the bolts 2462 are surrounded by flangedsleeves 2464. The flanged sleeves 2464 have two shoulders, or flanges,creating a hollow “I-shaped” cross-section. In some embodiments, theflanged sleeves 2464 are made up of two sleeves (as shown), each havinga single flange or shoulder, to facilitate assembly. The shoulders ofthe flanged sleeves 2464 have a diameter larger than the opening in thebattery-side coupling portion 2456 in which the sleeves 2464 sit. Theshoulders of the sleeves contact the top and bottom surface of thebattery-side coupling portion 2456, thus keeping the battery-sidecoupling portion 2456 captive to the battery-side mounting portion 2454(in the vertical direction).

The outer cylindrical surfaces of the sleeves 2464 have a diametersmaller than the openings in the battery-side coupling portion 2456.This configuration leaves space 2702 between the wall of the hole in thebattery-side coupling portion 2456 and the cylindrical surface of thesleeve 2464. The space 2702 allows the battery-side coupling portion2456 to move laterally relative to the battery-side mounting portion2454. In some embodiments, the space 2702 permits the battery-sidecoupling portion 2456 to slide or “float” freely in one plane. In someembodiments, the sliding sleeve style battery-side coupler 2458 allows+/−1 mm movement in a plane that is substantially parallel to thevehicle 102 (the X-Z plane defined in FIG. 3A). In other embodiments,planar motion will change based on the particular mounting location ofthe connection system 2400 and its elements.

FIG. 28 shows an example of a mesh sleeve 2800 utilized by either thepower sockets 2486, the data sockets 2488, or both power and datasockets in the battery-side coupling portion interface 2456. Theconductive surface of the mesh sleeve is made up of a number ofconductive wires 2802 positioned between two rings 2804. The wires 2802are attached to the rings 2804 diagonally with respect to the axisformed by the center of the rings 2804. This configuration of wires 2802and rings 2804 together form a semi-spiral shaped conductive mesh sleeve2800. The semi-spiral configuration disposes the sleeve 2800 with anarrowing bias, creating a gradual decrease in the internal diameter ofthe sleeve 2800 with the middle internal diameter 2806 being thesmallest. A corresponding pin (such as a power pin 2476 or a data pin2478 from the vehicle-side coupling portion 2406) has a diameter smallerthan the rings 2804, but larger than the middle internal diameter 2806.Thus, as the pin is inserted into the sleeve 2800, the portion of thewires 2802 near the middle internal diameter 2806 must deform toaccommodate the larger diameter of the pin. This process ensures thatthe conductive wires 2802 are held firmly against the surface of thepin. The mesh sleeve 2800 is designed such that the wires 2802 bend onlyslightly, within their elastic deformation range. The configuration ofthe wires 2802 is such that they resist plastic deformation when a pinof the appropriate size is inserted. The mesh sleeve 2800 and the pinsare therefore able to withstand many contact cycles without damage tothemselves or degradation of the electrical connections. In someembodiments, the pins and sockets can withstand 3000 or more connectioncycles.

FIG. 29 is an exploded view of the vehicle-side coupling portion 2406and shows a shielding mechanism 2902. The shielding mechanism 2902separates and isolates data conductors from power conductors in theconnection system. Although FIG. 29 only depicts the vehicle-sidecoupling portion 2406, a similar shielding mechanism is employed in thebattery-side coupling portion 2456. The shielding mechanism 2902 isparticularly designed to prevent electromagnetic or other electricalinterference from degrading the signals carried by the data conductorsand interfaces 2418. As mentioned, electric vehicles require highvoltage and current electricity, which can disrupt nearby electricalcommunication signals. Due to the desire to employ data and powerconnections on the same connector 2400, such interference must beprevented.

FIG. 30 is a perspective view of the shielding mechanism 2902 includedin the vehicle-side connector 2402 and the battery-side connector 2452.FIG. 31 includes planar views of all sides of the shielding mechanism2902 of FIG. 30. The shielding mechanism 2902 surrounds the dataconductors 910 and the data interfaces 2418, 2468. The shieldingmechanism 2902 is made of a metal, preferably a conductive metalmaterial which is designed to counteract the electromagnetic fieldproduced by the power conductors and power interfaces 2416, 2466. Thewall thickness of the shielding mechanism 2902 depends on the strengthof the electromagnetic field and the location of the shield relative tothe field. In some embodiments, the wall thickness is between 0.1 mm and5 mm depending on the electro-magnetic interference generated by thepower conductors. The general dimensions of the shielding mechanism 2902are such that there is sufficient room for the data wires to be encased.In some embodiments, the shielding mechanism 2902 is “L” shaped, orelbow shaped. In some embodiments, the specific dimensions of theL-shaped shielding mechanism are dependant upon the constraints andfrequencies of the electro-magnetic interference generated by the powerconductors. When designed with the dimensions discussed above, thematerial of the shielding mechanism 2902 establishes an internalelectromagnetic force that substantially counteracts the external fieldgenerated by the nearby high voltage conductors. This counteractingfield is created simply by the interaction of the specially designedshield wall and the nature of the material. It does not requireadditional power or grounding systems in order to function properly.This is especially beneficial given the desire to employ as simple androbust a connection system as possible.

The foregoing description, for purpose of explanation, has beendescribed with reference to specific embodiments. However, theillustrative discussions above are not intended to be exhaustive or tolimit the invention to the precise forms disclosed. Many modificationsand variations are possible in view of the above teachings. For example,the above described embodiments are described in relation to an at leastpartially electric vehicle, but the mechanisms described herein could beused in any at least partially electric machine employing a removablebattery. The embodiments were chosen and described in order to bestexplain the principles of the invention and its practical applications,to thereby enable others skilled in the art to best utilize theinvention and various embodiments with various modifications as aresuited to the particular use contemplated.

1. An electrical connection system for a battery of an at leastpartially electric vehicle, the electrical connection system comprising:a first electrical connector configured to permanently attach to anunderside of an at least partially electric vehicle; a second electricalconnector configured to permanently attach to a battery, wherein thefirst and second electrical connectors are configured to be removablycoupled to each other, along an axis substantially perpendicular to theunderside of the at least partially electric vehicle; wherein each ofthe first and second electrical connectors further comprise: a highvoltage interface for transmitting high voltage electricity between thefirst and second electrical connectors; a data interface fortransmitting data between the first and second electrical connectors;and a shielding mechanism to counteract electromagnetic effects causedby the one or more high voltage connection elements.
 2. The electricalconnection system of claim 1, wherein the shielding mechanism separatesthe data interface from the high voltage interface to protect the datainterface from electromagnetic effects caused by the one or more highvoltage connection elements.
 3. The electrical connection system ofclaim 1, wherein the shielding mechanism comprises a housing thatsubstantially covers the data interface.
 4. The electrical connectionsystem of claim 3, wherein the housing is L-shaped.
 5. The electricalconnection system of claim 1, wherein at least one of the electricalconnectors further comprises a sealing mechanism positioned between thefirst and second electrical connectors for preventing environmentalcontamination when the first and second electrical connectors arecoupled.
 6. The electrical connection system of claim 1, wherein thehigh voltage interface comprises: conductive pins; and sockets forreceiving the conductive pins, wherein the sockets have a conductivemesh sleeve for forming an electrical connection with the conductivepins.
 7. The electrical connection system of claim 1, wherein the datainterface comprises: conductive pins; and sockets for receiving theconductive pins, wherein the sockets have a conductive mesh sleeve forforming an electrical connection with the conductive pins.
 8. Theelectrical connection system of claim 1, wherein the data interfacecomprises a fiber optic interface.
 9. The electrical connection systemof claim 1, wherein high voltage electricity is between about 100 and1000 VDC.
 10. The electrical connection system of claim 1, wherein highvoltage electricity is between about 200 and 800 VDC.
 11. The electricalconnection system of claim 1, wherein high voltage electricity isbetween about 350 and 450 VDC.
 12. An electrical connection system for abattery of an at least partially electric vehicle, the electricalconnection system comprising: a first electrical connector configured tomount to an underside of an at least partially electric vehicle,comprising: a first coupling portion for mating with a second couplingportion of a second electrical connector; the second electricalconnector configured to mount to a battery, comprising: the secondcoupling portion for mating with the first coupling portion of the firstelectrical connector; and a first coupler for compensating formisalignment between the first and second electrical connectors; whereinthe first and second coupling portions include: a high voltage interfacefor transmitting high voltage electricity between the first and secondcoupling portions; and a data interface for transmitting data betweenthe first and second coupling portions.
 13. An electrical connectionsystem for a battery of an at least partially electric vehicle, theelectrical connection system comprising: a first electrical connectorconfigured to mount to an underside of an at least partially electricvehicle, comprising: a first coupling portion for mating with a secondcoupling portion of a second electrical connector; a first mountingportion for attaching the first electrical connector to the at leastpartially electric vehicle; and a first coupler for attaching the firstcoupling portion to the first mounting portion, the first couplerallowing relative motion between the first coupling portion and thefirst mounting portion; the second electrical connector configured tomount to a battery, comprising: the second coupling portion for matingwith the first coupling portion of the first electrical connector;wherein the first coupler compensates for misalignment between the firstand second electrical connectors; and wherein the first and secondcoupling portions include: a high voltage interface for transmittinghigh voltage electricity between the first and second coupling portions;and a data interface for transmitting data between the first and secondcoupling portions.
 14. The electrical connection system of claim 13,wherein the second electrical connector further comprises: a secondmounting portion for attaching the second electrical connector to thebattery; and a second coupler for attaching the second coupling portionto the second mounting portion, the second coupler allowing for relativemotion between the second coupling portion and the second mountingportion; wherein the second coupler further compensates for misalignmentbetween the first and second electrical connectors.
 15. The electricalconnection system of claim 13, wherein the first coupler is configuredto allow the first coupling portion to move in vertical and horizontalplanes with respect to the first mounting portion.
 16. The electricalconnection system of claim 13, wherein the first coupler comprises: ahole in the first coupling portion; and a bolt rigidly attached to thefirst mounting portion and extending through the hole in the firstcoupling portion, the bolt having a smaller diameter than the hole. 17.The electrical connection system of claim 16, wherein the first couplerfurther comprises a coil spring positioned between the first couplingportion and the first mounting portion.
 18. The electrical connectionsystem of claim 17, wherein the bolt extends through the center of thecoil spring.
 19. The electrical connection system of claim 13, whereinthe first coupling portion further includes a pin having an outsidesurface; the second coupling portion further includes a socket with aninside surface for receiving the pin; and the pin and socket areconfigured to ensure lateral alignment between the first and secondcoupling portions.
 20. The electrical connection system of claim 19,wherein the inside surface of the socket is a channel, the channelhaving an inside surface larger than the pin to allow for space betweena portion of the inside surface of the channel and a portion of theoutside surface of the pin.